This has to be the most important subject discussed to date in my opinion as it
effects everyone reaching the potential of their car! Wit most people being able
to produce enough power to break a record and not hook the car up it seems at
times we need to slam the hood shut and quit poking around under there as it is
not really where the answer lies to a greater speed in most cases. I have heard
#'s that sound like a max acceleration rate at Bonneville of .67 G. At first
this seemed low to me until i went back and looked at the data from a few cars.
yep that is a realistic #. So it has to get down to tires and suspension to make
it better for most cars. If it allows the removal of ballast all the better as
this will improve the acceleration all by itself as the tires get better. I
personally can't wait to see what you find out!
Dave Dahlgren
who does believe it all comes down to where the rubber meets the road......
plesae add me to your reply to list!
rgribble wrote:
>
> List,
> Seems like this got to John but not the list. Guess I still don't know the ins
> & outs of this mail business.
>
> John,
> I can handle the tires to test but where's the "car" come from? Well maybe
> we'll think about that, get me a class for the TBird. Also, how many runs
> you going get out there to do all this testing?
> As for the various comments from the List regarding Talladega Tires and Tire
> Softeners, here's my 2 cents;
>
> Most all NASCAR tires are 27.5" high and 12" wide. Today's Goodyear
> Talladega/Daytona Tire is 28"high x 10"wide and at 40 lbs has about a 9"+
> wide contact footprint with my 3200 lb. car. Each year the newer tires have
> a harder compound (especially this year) and since they are designed to be
> "scrubbed" safely for over 100 miles on asphalt, certainly they could safely
> make several 6 mile runs on salt. Fill the tire with nitrogen and there's
> very little growth due to heat plus Goodyear claims very little growth at
> high (200 mph) speeds due to design. Given the availability and price, I
> think it's the cheapest all out race tire available.
>
> Regarding the groves, the advice given to me was to cut longitunal groves
> 1/4" wide 1/16" deep in the front tires about 1.5" apart and a woven pattern
> like a tractor tire in the rears. These were to be 1/4"wide and 1/16" deep
> about 2" apart, and overlapping in the center. I haven't done it as yet
> because Maxton doesn't need it and it was strictly for the salt.
>
> With Softeners, everything is safe and correct to the degree of the user's
> intelligence. If you use just enough softener to do the job at hand you're
> quite safe at any rated speed. True, it should be only applied to the
> outside tire surface that comes in contact with the track. Abuse them, soak
> the entire tire for a few days and it won't hold air at all. Racers have
> endorsed these products for dirt and wet conditions with amazing comments as
> to their value. Everybody uses them, yes even the "big name boys" but with
> today's sophisticated chemicals no one gets caught.(just like traction
> control) My thoughts are, if you leave black marks on the salt, you've got
> friction and a better grip should help. I will endeavor to contact the
> manufacturer's engineer and get his 2 cents regarding the wet salt. Perhaps
> I'll learn something useful?
>
> ----- Original Message -----
> From: "John Beckett" <landspeedracer@email.msn.com>
> To: "rgribble" <rgribble@carolina.rr.com>; <land-speed@autox.team.net>
> Sent: Monday, June 11, 2001 5:31 AM
> Subject: Re: Goodyear racing tires & tire slippage
>
> > Grib
> >
> > Would like to have a car and three sets of different tires to test on the
> > salt. Acceleration does count at Bonneville (also a ballast issue)...every
> > time my 1/4 speeds were higher so were my 5th. mile speeds...If wider
> tires
> > with tread can hook up better than narrow tires, well... So far the narrow
> > tires do work, but I would like to experiment some with the wider tires
> > again.
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