Fabman
Dances with Racecars
I'm way ahead in points but the last weekend is 3 races, all double points, so if something bad happens to my car its mathematically possible for someone to take it from me....and we can't have that.Fingers crossed.!
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I'm way ahead in points but the last weekend is 3 races, all double points, so if something bad happens to my car its mathematically possible for someone to take it from me....and we can't have that.Fingers crossed.!
Maybe I’ll be the first.Glad you reported on yourself since I was going to post that they were still available, not cheap , but then practically everyone running in IMSA or SCCA in years past ( who was a Champion ) had a cambered rear.
Well that’s not exactly a glowing report….Here's the quote from AJ
No rules on suspension sounds like it will be a very expensive path.
1. No experience with the SLA. Never allowed to use it.
2. The cambered rear axle. Another magic 2 seconds a lap... This was going to be the end all-be all. Again we were told it was worth so much in back to back testing. When we first used it, it wasn't. More like a couple hundredths of a second slower. But it showed promise as we were sent the wrong hubs a week before the next race, and couldn't get the proper degree hubs in time. After we got it properly setup with the correct camber, I'd say on certain tracks its probably worth a half of a second on a car that works well already. On cars that don't work well it may fix some things or it may screw things up further.
The real benefit was running fixed calipers on the rear. Much better and consistent brake pedal.
Do you know how much camber you ended up with? The standard is 1.5* which is what I got…..good? Bad? Any idea?Here's the quote from AJ
No rules on suspension sounds like it will be a very expensive path.
1. No experience with the SLA. Never allowed to use it.
2. The cambered rear axle. Another magic 2 seconds a lap... This was going to be the end all-be all. Again we were told it was worth so much in back to back testing. When we first used it, it wasn't. More like a couple hundredths of a second slower. But it showed promise as we were sent the wrong hubs a week before the next race, and couldn't get the proper degree hubs in time. After we got it properly setup with the correct camber, I'd say on certain tracks its probably worth a half of a second on a car that works well already. On cars that don't work well it may fix some things or it may screw things up further.
The real benefit was running fixed calipers on the rear. Much better and consistent brake pedal.
that's really a question for AJ and Phoenix, I just do the round things.Do you know how much camber you ended up with? The standard is 1.5* which is what I got…..good? Bad? Any idea?
That's what I have.Do you know how much camber you ended up with? The standard is 1.5* which is what I got…..good? Bad? Any idea?
I remember this comment... Its had me restraining my urge to spend money.Well that’s not exactly a glowing report….
I HAVE heard glowing reports so I guess we are gonna find out.I remember this comment... Its had me restraining my urge to spend money.
Okay, let me elaborate a little bit if you'll indulge me...I remember this comment... Its had me restraining my urge to spend money.
Stay tuned.Cool. tuned in as always. I started with a 3/4 gurney flap and 5 degreees AOA, but that left the car too slow, so in the end we took of the flap and left the wing at 0 degs. So far its working. car still gets some power oversteer but top speed does not suffer as much. I took that Idea from the video of @ArizonaBOSS running against a white Boss 302 a while back. Cool to see how the unwinged car was faster on the straights but slower through the corners. Grip tends to win most of the time.
A cambered axle makes all kinds of sense on paper.. but..Still not sure If I can justify one. Looking forward to seeing your results!
The added wing angle and large end plates was worth 2 seconds at Sonoma. (almost all turns) I went faster at Laguna as well but with those long straights I feel like I'm dragging a parachute. This is the right direction to go, I'm sure of it.Cool. tuned in as always. I started with a 3/4 gurney flap and 5 degreees AOA, but that left the car too slow, so in the end we took of the flap and left the wing at 0 degs. So far its working. car still gets some power oversteer but top speed does not suffer as much. I took that Idea from the video of @ArizonaBOSS running against a white Boss 302 a while back. Cool to see how the unwinged car was faster on the straights but slower through the corners. Grip tends to win most of the time.
A cambered axle makes all kinds of sense on paper.. but..Still not sure If I can justify one. Looking forward to seeing your results!
I bet he has more...First thing I did to my 9 Lives win (Wang) was take off the large endplates I asked for and put on about 25% bigger ones. But was thinking of making some bigger ones along the lines of the ones you put on.
Dam but those have my magical BS-1 stickers. later then
First thing I did to my 9 Lives win (Wang) was take off the large endplates I asked for and put on about 25% bigger ones. But was thinking of making some bigger ones along the lines of the ones you put on.
Dam but those have my magical BS-1 stickers. later then
I’ve been on a Cortex torque arm and watts link since about my 3rd track day. My second track day I had the JRI coil overs. All I’m missing at this point is the cambered rear and I’m excited to finally complete the package.@Fabman one other thing you might consider trying as a stopgap is the Torque Arm. I haven't used this but @captdistraction has, and I believe he's been quite fond of it in this respect (putting power down).
Yes, I'm a big believer in that admittedly heavy appliance. I'm going faster than I did on the very optimized upper control arm setup I had, and I've been more consistent with the car and I've eliminated a tendancy to spin in certain corners that would cost me races (I lost great positioning in about 7 races as the car was too touchy on throttle in corner exit). The Torque arm doesn't seem to have any disadvantage compared to the UCA setup (and I believe it was a compliance issue with rod end to rod end not jiving with the tires on throttle). It's resulted in a much easier car to drive at the limit, and you can save the car more easily if you tiptoe past the limit.@Fabman one other thing you might consider trying as a stopgap is the Torque Arm. I haven't used this but @captdistraction has, and I believe he's been quite fond of it in this respect (putting power down).