FORMULAVEE.ORG

There is no place West of the Mississippi better for sports car racing.... and probably no place with a high cost of living!

Brian

1) You could use the bearing set Loctite and glue them in place.

2) Or install a set screw or bolt in the beam to act as a stop for the bearing.

Brian

Could be a bushing beam that was bored to accept the needle bearing.

Brian

problemchild wrote: for the FV spec tire contract

And exactly who is providing and signing this contract?

You guy still need to figure out the politics of this issue.

Brian

Kevlar is not the correct material for the body. You add it in the appropriate areas as specified in the rules. For maximum weight reduction you use carbon fiber with a thin layer (.125" or greater) of foam, like Rohcell, between the inner and outer skin. This is not inexpensive system, but if ...

The cost calculation of the tire contingency programs needs to factor in the Regional entries (excluding AR). It might cut the contingency cost per set in half, say to $122 per set. None the less the concept is valid and ON POINT. So.... Maybe the correct way to frame the spec tire debate is: Do you...

http://www.thesamba.com/vw/forum/viewtopic.php?t=261284

Are you having a crank ground?

Brian

Ha, I'm quite certain I am. However, I appreciate the further explanation. I actually thought the design was to reach the "optimum jacking level", not just a side feature. Thanks Brian. 1) Almost any rear suspension can get you jacked up into the droop limiter. A stiff suspension allows f...

A fair point. If you were completely on the droop limiter, the car would either have to travel down to meet the road or the tire is airborne. I do not think this happens very often though due to the zero roll nature of the car. Of coarse we really are not that concerned with the wheel leaving the g...

Brian, IF I am understanding how your design works, it is that the weight of the axle/wheel/tire is free to fall into the dip (at least until it hits the shock extension limit) while a conventional design has the whole car trying to fall into the dip. More mass of the conventional system probably m...

The difference here is that Brian says his system operates in a 'no bump limit' configuration. Although the shock is an "ULTIMATE" limiter, IIRC the normal full extension (completely unloaded) position of his spring is still well below the shock limitation. Therefore, his car gets to &quo...

The droop limiter does not need to absorb road irregularities. It only works in extension (rebound) not compression. So if you are on the droop limiter, and you hit a bump, the suspension still goes into compression. Look again at Scott's data graph and you will see the small oscillations (looks li...

Brian should start a thread about his car and rear suspension. Maybe people can help him sort out his problems. For the purposes of this discussion, Brian's car is unlike the other 99.9% of the FVs in North America and talking about it in the general context of FV is very misleading and confusing f...

smsazzy wrote:It doesn't.

I interpret that answer as you tapping out. That you can not add anything intelligent to the discussion.

Brian

[quote="smsazzy"] In order to have the spring that stiff, the back end is so hard that the car is undriveable. One lucky lap without a spin may be fast, but in 4 races, I have seen that car finish only once on the lead lap and that was in 6th place. All three other races it was lapped at l...

1) The compression is at the apex of the turn. Where the road abruptly goes up. The same spot i normally see 2.4 lateragl G. That is not possible without some serious compression into the road. (after turn in, just about at my apex before you crest the hill) So, you are tell me the car goes to abou...

Normal convention is for compression to be positive on the chart. That said if, you reverse the signs and make -.10 your static ride height, then it could make sense. .10 of travel might be 2 deg of camber and gets you to zero which could be the droop limit. Those are some healthy compression spikes...

When a vee turns in, it is generally on the rear droop limiter by mid corner. This is due to the natural jacking forces of the swing axle. Whether your car has a droop rod, or just the shock length is limited, that is ultimately where it ends up. 1) So this is an exception to your statement? So you...

It's the 1st day of 2012 and I refuse to look at that graph for more than 10 seconds, but it appears to me that the downward spikes have nothing to do with this 'discussion'. The spikes are isolated, probably bumps or the effect of turn in, I dunno - I'd have to look at the graph a bit more! On the...

You know perfectly well where to look. Lay off the champagne my friend..... I asked a very sound question and now you are blowing me off. I am calling you out. Demonstrate using your graph where the car is hitting the limiter... IF you can. The one very large downward red spite is a possibility, bu...

When a vee turns in, it is generally on the rear droop limiter by mid corner. This is due to the natural jacking forces of the swing axle. Whether your car has a droop rod, or just the shock length is limited, that is ultimately where it ends up. I had no idea.... So where do you see it on the grap...

Mystique Racing wrote:Brian, Yes it does......... Don't they all?

Really, I don't see it at all. Can explain where I showed look?

Brian

Do you have any experience with tire changers of any type?

Brian

.050 off the top of the pistons is quite normal. .100 would probably be the limit with some chance of failure.

Brian

Scott

Would you say that the data shows signs of riding up against the droop limiter?

Brian