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SR Racing wrote:What amazed me was that the "drivers" actually seemed to know what was going on.

I noticed that too and that impressed me more than the car speed. Maybe it's easier in person - easier being a relative thing.

Yes, this is what I seem to remember. I have a few questions... - I understand that such a different setup could take time to develop, but what characteristics were you seeing along the way? - It looks like it has a sway bar. Was it set up as a regular anti-roll or z-bar style? - I take it that the ...

Thanks for letting my conscience off the hook a little. It still wasn't right of me to ask.

Scott, I think I remember the Mystique was running a dual shock under the tail setup. Am I right and are you using this? John

Scott & Stephen, it was not right of me to ask you to discuss your designs without asking you privately, first. I'm sure there are secrets that you'd rather not divulge. Either way, it wasn't right. I formally take back the request. Please accept my apologies. John

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...

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...

I agree with Stephen. On another note: I have used elastic droop limiters and hard limiters (like the shock) as my droop limiter and have found no difference in performance. I currently use the shock as my droop limiter and the data that I posted reflects that. Scott, yes Stephen got it right in te...

Finally some civility in the new posts by folks. It was getting difficult to read these, and it was obscuring the intent of the thread to learn something, and perhaps keeping people from posting. Let's all keep it up. can you explain why you think this is a bad idea? Results. In order to have the sp...

I'm more interested in seeing where Scott's post is going to go - it's a good subject. John My post was simply to try to give a real world example to help answer the question originally asked regarding the amount of rear suspension travel and the amount of rear suspension roll. Nothing more, nothin...

Yes, the spring and jacking forces together support the sprung weight at the rear of the car. I took BLS's comment of "running out of spring" to mean that the spring reduced vertical force by the amount of the jacking force before it hit any limit, at which point it will stop raising up. S...

I believe that Brian had stated this pretty clearly in the past - that he runs stiff suspension and uses the limit of his shock at full extension as an ultimate droop limiter, but does not use an external droop limiter. It sounds like Scott does something similar. I didn't see that Brian was even br...

tiagosantos wrote:I think what John is really trying to say is, just drive faster and it won't matter!

Or just go straight!

brian wrote:I understand it to say that the outside tire is going faster than the inside tire, due to radius differences.

Yes!

John, I am confused by your post???? Not sure what your point is........ I was trying to figure out how much you can expect your wheel speed sensor would differ from the GPS if everything was calibrated right. What I did was calculated the tightest radius of turn given a velocity and coefficient of...

I'll third what Brian said, and that lever system has very little bump steer, by design! The length of the tie rod is not what gives or prevents bump steer. John

My wheel speed sensor is in the right front wheel. The course, Thunderhill Raceway, is CCW. Scott, this should give you an idea of how much of the difference could be attributed to which tire the sensor is on. It seems like under 0.5 MPH for most of your run. This assumes that it's the outer tire. ...

Scott, which wheel is the speed sensor on and what is the course direction - clockwise/counterclockwise? John

I have run a 30 degree HANS in a Speedsport and Caracal D clone. The seating position in the Caracal D is much more reclined, but nothing like a D13, for example. About a side impact, I was slammed into a wall hard some years ago with the HANS (took out all four corners of the car), and I remember a...

I have a shortened one as well, and it measures 100 lb/in. John

Tiago,

It would be great to compare with your calculations. It sounds like the CoG calculation is going to be a small challenge.

About the measured spring rate of 83 lb/in combined, is this number different from what you measured or expected? John

jstoezel & Tiagos I did the calculation of the ride height change vs. braking G's. This included the complete double-torsion bar front suspension, the spindles & the frame, but assumed that the rear suspension did not move - was rigid. (I was being a bit lazy - sorry.) The result will includ...

All good points. Regions like SFR & Ontario chose to go with a spec tire because it increased the entrant count. That didn't work for the ICSCC region, and I would guess for the reasons Brian & Scott mentioned. This is the reason that SCCA looks like it can't come up with a logical solution....

Okay, I read through these. Nice post, but I think the numbers flying around need to be tightened up. Tiagos, the CG is more like 10" or so. Also, the front spring rate (both fronts combined) is about 83 lb/in for a stock spring pack when the torsion arms are parallel. The first number is an es...

The act of the tire under braking is pulling the tire backwards in relation to the direction of trasvel of the car. That is what is pushing the nose back up in the air. At 1025 pounds and 1G braking, you have 1025 pounds of force pulling backwards on that lever. Figure out the ratio and you have th...

John, are you saying that under braking, the contact patch is basically trying to stop rotation of the wheel, which "tries" to spin the whole spindle/link pin carrier assembly..? I think that's what you mean by torque at the turkey legs. Sorry, I'm good at math, but never studied physics ...

Picture the front end under braking. If the turkey legs are at a 45 degree angle up like this: :/ (but only 45 degrees - (:) is the cross section of the beam, (/) is the turkey leg) and you are braking with 1G, the weight shift down is counterbalanced by the tire essentially pulling backwards on th...