Jay,

Thanks for the reply. I asked the question hoping to further the discusssion for everyone's benefit, also knowing that you would have a good explanation of the differences in the mechanics with one wheel jacked or both. It's also good to see that Chikenears understands it.

Who knows, maybe this will lead to a discussion of how the geometry is tied into the steering system...

Spike

 

Oh man, I'd like in on that big time. Huge opportunity to learn, but at the same time. . .also a can o' worms. Seems like everyone has their own preferences, tastes, and 'demon tweaks' that work the best. Some people like suspensions that are stiff, or that over/understeer. Some people like softer settings with massive roll resistance. Depends on the vehicle/driver/conditions/track.

BTW Spike- Has anyone tried using Jaguar style inboard brake set-ups with independant coil-over rear suspensions in Lightnings yet? I have a design sketched out, but don't want to pursue it if it's already in the works.

Let me know,

 

Almost. Ruslow is running a modified version of the IRS sold. He ran it this last weekend at Silverstate and a couple weeks ago at Hallett road racing with the race class. But, I haven't had time to discuss all the details of the changes he made. I know he changed the rear end and some other stuff and am sure he's already fabed a disc brake assembly with floating calipers. My buddy Mark was his navigator and he said the rear end was real lose and changes are required. But, Ruslow knew that after running Hallett so he knew how it would work taking a corner at 135mph, on street tires, when it's posted 55 mph. Mark said it was wild going thru the narrows plus other spots on the course. They had side gusts up to 50 mph! Imagine how that felt on a narrow road at 145 mph driving a brick! The gusts were so high, some (don't know how many) of the unlimited guys didn't even bother running.

BTW, they finished without mechanical failures but didn't do well. I can't post the details other than they finished 10th in a field of 13. Their target speed was 145 mph and were only able to average 135 mph. The class was extremely competitive and they figured that if they were able to average 145, they would have placed only by luck. Apparently, those who placed in that class were within 1/100's of each other.

Spike

 

Hell man, I get all misty eyed when I roll 75-80 in a posted 30 on F1's. . .I can't imagine tacking on another 50 mph.

Ruslow's the man.

I'm having issues with front shock absorber durability (street shocks I mean). I just don't want to run QA1's on the street- they're track shocks to me and I don't wanna beat the hell out of 'em on these lovely AZ trails- er- roads.

But this is kinda off topic for this thread- maybe better if I chime in on a more related one.


Later,

 

Since my wife has been with me at track events, she's aware at what these thing will do on corners. So every now and then I play on the backroads when no one is around and there is safe runout. There is one corner that I know very well (posted 35 mph) and I was still accelerating thru it at 90+ mph. She commented that the tires weren't even making noise. I responded by saying they were just being quiet but I was sliding every so slightly.

My guess is that the QA1's will be more durable because of their ability to shed heat quicker. If you compare them to others side by side, you'll see why. Plus, you can rebuild them. Food for thought...

Spike

 

Actually, I have a set in the shop. I use them for those 'special' times when, like you, I go play on the empty backroads or when I am doing test/tune sessions at PIR/Firebird Raceway. You're right about the cooling. Looks like I'm gonna slap on the QA1's and change my signature info. . .

Thanks Spike (and thanks to you too Tim)! Good thread!