Howard, Keith & List,
Howard I understand your logic and this is not a disagreement, just a
thought to ponder.
If we set aside for now the reaction time of a sprung vs. solid suspension,
consider perhaps the following;
If we assume that the function of the suspension (or at least part of the
job) is to keep each wheel in somewhat equal contact with the ground. Then
if forever what reason (aero or whatever), with a solid suspension, one or
two wheels develop lift, it could be safe to assume there is less traction
on that wheel(s) or at least unequal traction. If it happens that wheel is a
drive wheel then there is the propensity for wheel spin, or at least greater
effort to drive the car?
.
I think that because the movement of a spring is proportional to the
pressure exerted upon it, it quite probably would move in 1/100th of a
second. The action of a shock is more derivative and integral functions,
therefore taking longer depending on the purpose it was built for. You could
then assume the shock could dampen the reaction time of the spring. The
people that make spring and shock dyno's could certainly tell us the answers
to this proposal and I will attempt to find out their input and also post
it.
I know that with the DA systems they use in NASCAR, there is a lot of
interest in the relationship of shock movement vs. distance from road
surface for each wheel. Some are sampling 1000 time a second. I'm told this
is to determine the tire contact patch area. I can ask some of the team
engineers just what they are looking for and why. When I find out I'll post
the answers
Grib
"Do what others Won't and you'll do what others Can't for the rest of your
life"
----- Original Message -----
From: "Nafzger" <nafzger@vtc.net>
To: "Keith Turk" <kturk@ala.net>; <land-speed@autox.team.net>
Sent: Monday, October 22, 2001 7:01 PM
Subject: Re: Rear suspension
> Keith,
> God knows I'm no expert on this and I have spent a lot of time anguishing
> over this problem on the two liners I have built.
> I made them both with rigid suspension for three basic reasons.
> 1. Less complex and therefore probably more reliable.
> 2. Lighter and cheaper.
> 3. I can't figure out how to make a suspension that will respond to a 3
foot
> wide dip in the salt.
> Keep me honest on this guys. 60 MPH =88 ft/sec. therefore 240MPH =
> 352ft/sec. Therefore 1/100 of a second = 3.52ft.
> No suspension I am aware of will even begin to move in that time period.
It
> will skip right over the depression anyway so I just did not mess with it.
> If I'm screwed up in my logic, let me know and I'll admit liners may be
> different in some ways but we have been very successful with rigid cars.
> P.S. The engine builder and I have both agreed to not go up there and
> embarrass ourselves anymore. Way too many engine problems.
> Howard
>
>
> ----- Original Message -----
> From: "Keith Turk" <kturk@ala.net>
> To: <land-speed@autox.team.net>
> Sent: Monday, October 22, 2001 4:28 AM
> Subject: Rear suspension
>
>
> > Okay along the lines of the Trans mounting system.... I wanna do the
> rear
> > suspension issues....
> >
> > My thoughts are that a fancy rear suspension to make the car leave the
> line
> > is a Moot point at Bonneville... ( may help you at Maxton or El Mirage )
> but
> > once the car is through the gears it's settled down and the only real
> > advantage of a suspension at all is to maintain the contact patch with
the
> > ground....over minor bumps...
> >
> > Joe Timney and I have beat this up at length and I have several idea's
on
> > the correct course of action for me.... But I'm curious to hear others
> > thoughts on what they run and WHY?....
> >
> > In other words... what are your theory's..
> >
> > Keith ( Mayf.... what you doing Hiding out... I love your questions...
> > always pointed .... which may not be pleasing to all ... however they
are
> > always honest and well thought out )
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