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Post by flipflopoo1oo on Nov 9, 2014 9:26:26 GMT -6
Most all of us have some, most need more, and few come to light by other means! Inventive measures of getting things done on our chassis to improve in some way! I would like to hear yours and learn more about what most think I should forget! Here are a few of mine!!!----What if I never helped anyone win a race?--- Would that fact make others faster today? Would I look at todays chassis issues any different than years ago? Would winning now be any harder or just cost more? Would my trio left side 3 link bracket still instantly hook up with out fail or lifting the car to win again? What if caster was part of the rules in tech? What if getting the right drive in the turns to win with was easier gotten today without upsetting the steer or pounds in the traction balance? What if all my answers to things were easy to explain and understandable? What if only a few really gets them?--- What if --no-one ever questions anything ever again?
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Post by flipflopoo1oo on Nov 9, 2014 17:39:43 GMT -6
What if you could turn the jack bolts while driving as easy as the steering wheel? Its called twisting the frame with caster! What if you had control of 4 wheel steering? What if you never lost traction on any wheel? What if you never had to wait for a reaction to happen by roll? What if you could find a better way of freeing up the horses with a smoother set-up? What if you paid more attention to chassis needs than driver wants for 35 years? What if there was no need to loose left rear pounds and then try to get them back? What if the left rear wasn't the best steering or traction point? What if roll out was not even needed to win? What if you had to give up some of your time to learn why? What if you could be faster? What if you could answer all the things I questioned to win? What if you started now? What if I helped all I could to get answers for you? What if I never stop trying to help the other guys to win?
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Post by flipflopoo1oo on Nov 9, 2014 17:57:05 GMT -6
What if you never ask for help to understand my post fully? Messaging has worked very well for most that hang in there until getting the ideas of it all! No one says its easy but its very worth while on the track! Happy to rehash any point to help you decide your next finish! How to improve what you have or learn why you haven't yet! Either way, you may improve your outlook to better understand your way!
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Post by flipflopoo1oo on Nov 10, 2014 11:50:00 GMT -6
What if you could set your percentages and pounds per wheel where they held in stead or where they move to! There is a way of trading static weight pounds for thrust angle pounds when held with in the desired range of motion! Trading out weight for transfer and angles of thrust can keep it working all the way around the track with the help of extreme caster controlling the roll of the chassis! It can steer when needed by transfer in tilting the chassis right to left, steering bar angles, pounds of thrust to the correct wheel or changing the preload at the springs to do so and maintain percentages ! This is fully adjustable control by the driver turning in the direction of need which is the same as desired travel in the corrective measures needed to steer both ends of the chassis! No waiting on the roll to turn on a dime if steering both ends of the chassis at the same time with the driver's steering wheel! Any street car or truck does the same if you ever noticed by turning the steering from one side to the other while on a level hard surface! Performance car's steering just uses more king pin inclination or caster to handle better! Get to know and learn your options in handling ft. and rear by bar angles and twist! Talk to a good ft. end man as now days most all autos have both ends steering and have to be aligned ft. and rear to do so correctly!
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Post by flipflopoo1oo on Nov 11, 2014 13:23:17 GMT -6
What if you could achieved more traction by indexing and bar angles holding their places rather than lifting the chassis! A squatting rear may be showing more signs of load being applied in getting traction! If pinion angle is lost in movement so is the torque! A more level pull bar with better indexing factors at rear can apply more torque and less lift to upset the pre-set angles needed for traction and steer! No hike or side movement and no drop to deal with!
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Post by flipflopoo1oo on Nov 11, 2014 15:22:42 GMT -6
What if you could have been winning if not looking at how the rest try to get it done! Sometimes the answers are looking you in the face but others cloud your view of understanding! I except nothing as fact with-out factors! It has worked out better that way in understanding the why and how of it all to see the big picture one thing at a time! My what ifs are a bit bigger today but needed just the same! Try making your own assumptions of good info! Someone has to win and it might as well be you!
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Post by flipflopoo1oo on Dec 7, 2014 8:49:23 GMT -6
What if you tend to work on one area too much? Is the chassis more important than the motor? Do you tend to blame your finish on either or the track conditions? It probably depend on what you know most about or what might be easier to do! Do you religiously change your oil because you can or do you just think that money is well spent? There is always a lot of ways to spend money but the best time spent is in learning how not to! Tackle the issues and not the change! Tune should be a weakly thing not in parts but by thought and adjustments in theories! How far off can a valve number get with wear at the chain, cam, lifters, push rods, rockers in 3 places, and the valve stems in three races? What about those pesky valve spring tensions that keeps it precise? If running roller tips on hydraulic cams the roller center tends to wear uneven as it never completes a cycle and the load of stress is never relieved to get the lube needed! This can be a problem if later ran on solids or bleed off lifters as to the egged wear changing settings constantly as the roller now moves from spot to spot! Question anything that moves and its timing!!! I never saw the same numbers on a car week to week! Something was different after each run! Running leaf springs it was about two rounds a week in left rear spring failure! Winning may require more attention to details than you think! Easy and hard work sometimes are the same!!!
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Post by flipflopoo1oo on Dec 9, 2014 18:54:28 GMT -6
What if your car never needed to be perfect to win but just within a given range that actually worked pretty well! Some strive for that thin line set-up but I go for broads in more ways than one! So many settings to get it all working together that a new and different out come from the track conditions rule most set-ups! Go back to a most natural look at how each thing should react on its own and see if it appears more harmonious to the track at a more constant setting with a wider range of being in the house of working just fine enough to win your next race! What if you can't make it happen if you just don't let it happen first by using all the givens before wasting so much effort in the struggle of it all!
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Post by flipflopoo1oo on Dec 10, 2014 6:32:25 GMT -6
WHAT IF YOUR SET-UP ONLY HAD ONE PLACE TO ADJUST ALL???------ Let me say a few words more about mine! It does and if you are on the track already, it still does!!! The reverse engineered thinking from your foot control and finger tips give way to all settings as to pounds of transfer and steer! You, your choice as to the multiplied use of those two, then four, then eight, and on down the line of command by you and you only!!! The same applies in the shop with pre-race settings that give you that control!--- If all you can do is steer and hold on, you may want to consider what gives you control from the seat once all the easy movement reaches it's limitations! Over extending your credit and having no reserve seems to be the way of today even in set-up movement!!! Set-up collateral in motion of a chassis is the cushion of what traction and drivability is all about! Staying afloat with pounds in place requires the transfer of funds or pounds to hold a said balance to receive dividends at the end of the traction period! Yes sometimes you must invest in a few pounds in the right places to receive dividends in traction also! The rate is based on your input and not the amount you can skim off the top to get more! The dividends of adding to the LL&R Bank of traction are the highest rate of return I have found in set-ups to date!!! Its the set-up portfolio that yields the year-in results of winning with your one adjustment in rethinking your set-up strategy! You have to put things where they are already working with a wider range of holding true to the tracks conditions and your demands at the helm! What if you missed how to do so in my post?--- What if you keep asking until you have control of your chassis' code or plan of action upon its movement???
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Post by flipflopoo1oo on Dec 12, 2014 3:27:31 GMT -6
What if you had no access to scales the next 7 years and had to start from scratch? What if you could set up your car with a few variations in blocks and by jacking the rear end center to find the amount of cross, left side, and get the left rear by crushing two varying objects such as aluminum cans? What if the variations is what makes it handle so well to start with? What if you had many older racing friends that explained how it was done back in the day to help you understand what makes you faster! They are most all gone by now but not forgotten in my world of RACING OLD SCHOOL!!! THANKS guys for sharing! Now I guess I am one of the old guys!!!
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Post by flipflopoo1oo on Jan 10, 2015 14:03:02 GMT -6
What if your rules only allowed one change in a stock car! What would it be to improve it the most? Give it some thought as to the most improvements gained by only one change? And if posting go ahead and give the second and third as most are thinking--- let me drive!!! A good way to see just where handling comes from to start with!!!
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Post by flipflopoo1oo on Jan 11, 2015 9:33:57 GMT -6
What if-- you had just one shorter tire, just one weaker spring, just one off-set to change, one shock to improve, just one tire to adjust air on to improve, where do you start to improve the most you can in one calculated move? One jack bolt to adjust or can you follow the needs one by one to see how important each could be just by itself and why do this? Can you see the others better affected as you go if using more than one at a time and would you now want to do them all together? Does the one thing you have chosen have any ill effects at all in handling or traction? Does it improve your cross, left rear, preloads, ride heights, bar angles, bump steer, Ackerman for toe out in the turns, improved caster, camber and percentages all in one move? If so then be careful not to impede what you have going for you with the rest of your mix! You guys just starting out may have a better chance at finding the correct answers than those hard set by years of over thinking the basics to start with that has won so much and still does work in your favor to do so if seeing merit in the first move in getting there! This one thing that makes all the rest improved with out a fight to find what's missing back at the core in getting started in the process of handling! Sometimes its not the last thing changed that makes it work better but the first!
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Post by flipflopoo1oo on Jan 16, 2015 22:31:46 GMT -6
What if your track goes with a rear percentage rule with no spoilers? Are you already there? I can only see more spin-outs forth coming with less rear traction weight!!! Any comments-----
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Post by flipflopoo1oo on Jan 25, 2015 8:56:37 GMT -6
What if you wanted to turn on a dime with out using the three wheel brake? You will be if you can hold enough left rear pounds to drag you around when lifting that half second to nose, plant the right rear and still hold on to the cross and left rear or may be even improve both in the process! This doesn't happen in left rear amounts that are cranked in by preloading the right ft. or left rear as they effect load on the other! What if your in over your head every lap and the set-up saves your ass every time to only make you faster with each lap that you trust your car's set-up even more? What if you could drive your set-up like it's a Late Model on the high side with no fear of it not working as planed? What if you were instantly faster by 2 seconds a lap, do you think your set up could hold the pace or is it nosing hard, rolling and hiking at it's limits already just trying to get enough transfer to hold on to the track at your speed now???
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Post by flipflopoo1oo on Jan 25, 2015 9:13:47 GMT -6
What if it wasn't the wheel base or rear percentage but the pounds per square inch applied to the rear wheels that matters in traction to horse power that counts? What if there was a way to multiply or amplify your transfer easily by tipping the scales of balance? What if raising the rear was not it while running the left rear forward trying to get more!
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