15 replies to this topic

[Pantznnat]

Can someone please explain traction control in a sprint car and how it works and why if its not illegal (at certain tracks in north east pa.) the companys who manufacture them explain how to conceal the system.Do these devices really make that much of an improvement.I,m seeing some very impressive lap times already this year and if it,s not illegal who has tried them

[bill49]

Can someone please explain traction control in a sprint car and how it works and why if its not illegal (at certain tracks in north east pa.) the companys who manufacture them explain how to conceal the system.Do these devices really make that much of an improvement.I,m seeing some very impressive lap times already this year and if it,s not illegal who has tried them

[bill49]

Are you saying, someone has visited racetronics

[whenpigsfly]

Can someone please explain traction control in a sprint car and how it works and why if its not illegal (at certain tracks in north east pa.) the companys who manufacture them explain how to conceal the system.Do these devices really make that much of an improvement.I,m seeing some very impressive lap times already this year and if it,s not illegal who has tried them

They are for the sprint car drivers that have no nuts in their sack. The ones that can't handle a little power. It's easy to hear the ones that have it.

[lm/0/12/71/72]

They are for the sprint car drivers that have no nuts in their sack. The ones that can't handle a little power. It's easy to hear the ones that have it.

It's not just the Sprintcar drives my no retired big block mod driver buddy told me he usually could pick out the guys that were running it , his car quit at Lernerville once early in the season and he told me more than 1 driver that used to break loose in the turns went though as smooth as silk . He was pretty sure they didn't get that much better at driving over the winter , maybe they watched Brett Hearn over the winter on YouTube and learned how to drive from him.

[lm/0/12/71/72]

It's not just the Sprintcar drives my no retired big block mod driver buddy told me he usually could pick out the guys that were running it , his car quit at Lernerville once early in the season and he told me more than 1 driver that used to break loose in the turns went though as smooth as silk . He was pretty sure they didn't get that much better at driving over the winter , maybe they watched Brett Hearn over the winter on YouTube and learned how to drive from him.

Sorry for the typos it's sprintcar drivers and my now retired big block mod driver buddy.

[bill49]

[quote name='lm/0/12/71/72' date='Apr 15 2014, 09:59 PM' post='388782']
Sorry for the typos it's sprintcar drivers and my now retired big block mod driver buddy.
[/qu

I,ll be at Mercer listening in turn 3 during the 410,s Lets just see

[Pantznnat]

?

[whenpigsfly]

GPS signal blockers were in use on sat during the feature and it apparently didnt work for anyone because no one did anything impressive.  hell the leader couldnt even lap cars the track was so slow and shitty.  The 305's were as fast as the 410's

[dirtstudent2]

GPS signal blockers were in use on sat during the feature and it apparently didnt work for anyone because no one did anything impressive.  hell the leader couldnt even lap cars the track was so slow and shitty.  The 305's were as fast as the 410's

 

You said were in use.  If you know who used the blockers, did you report them to the FCC?  They would have also been messing with everyone's cell phones and other things.  Probably no problem though, since you posted your knowledge about it on here, the FCC is very likely right now looking into you.  Don't be surprised when they knock on your door with a warrant.  You do know everything you post on here and anywhere else on the internet is being monitored, don't you?  

 

good luck, you may need it

 

______________________________

 

 

From gps.gov the official US government website for gps information and other things.

 

Information About GPS Jamming

Jamming devices are radio frequency transmitters that intentionally block, jam, or interfere with lawful communications, such as cell phone calls, text messages, GPS systems, and Wi-Fi networks.

A single violation of the jamming prohibition can result in tens of thousands of dollars in monetary penalties, seizure of the illegal device, and imprisonment.Jammers are illegal to market, sell, or use in the United States.

FCC Proposes $32K Penalty for Individual User of GPS Jamming Device

NEW On August 2, 2013, the Federal Communications Commission (FCC) Enforcement Bureau proposed a fine of nearly $32,000 for an individual whose illegal use of a GPS jamming device on the highway outside Newark Airport interfered with an aviation safety system in 2012. LEARN MORE...

The FCC previously confiscated a GPS jammer from another 

Edited by dirtstudent2, 23 April 2014 - 10:35 AM.

[3799]

GPS signal blockers were in use on sat during the feature and it apparently didnt work for anyone because no one did anything impressive.  hell the leader couldnt even lap cars the track was so slow and shitty.  The 305's were as fast as the 410's

Danny Holtgraver lapped up to the 10th place car. The 305's were about a second and a half off the times of the 410's.

[Richard young]

Traction control .is there any legal way of jamming it .or a simple way of detecting it .Now days I hear it wireless .I got guys running it but I can't find it ????

[Express Man]

Save your Money!

[dirtstudent2]

I think traction control is interesting, I'm retired, got the time waiting to go to Mercer, ain't had my second cup of coffee yet, feel like throwing bull around, don't know squat bout it, like to write and heck this is as good as any place to spew crap, so here goes about traction control.

 

For any traction control to work you first have to know about traction or make a guess about traction, commonly know as available grip.  Then you have to work into it something most don't take into consideration with setup, because it is what it is for every racer and they mostly over look it, that other thing needed to consider is available hp.  If you ask a racer about available hp, the answer you will get it there is not enough of it, yet they still mostly over look it.  

 

The first and most common place for racers to over look available hp is not considering air density changes at the track nightly and weekly.  And if they do it will most likely be the top runners and you will not see them looking at their density gauges.  You won't see them, not because it's not important or they do not do it, they will do it in secret so others who may not, will not pick up the habit of dealing with air density.  About the most local racers will do is to sometimes notice a change in the air, usually it's about, wow the air is good tonight and I can feel it, maybe we should change a pill.

 

All that to relate available grip and available hp, together with setup to go fast.  Before you would even need to worry about traction control, you would need to know where you stand with your setup, on the track.  You need to already have the skill to read the track.  Though this board is titled about Sprint car racing, it seems most relate to a late model, so I'll address late models first.  Your basic setup with a late model or any other car is turn and go.  If you can't turn, you will spend more time going, over a shorter distance.  And if you can turn you hopefully can spend more time going, over a longer distance.  And being able to turn also allows your more opportunity to take advantage of racing situations.  All that to say if you don't have the setup and traction to turn, all traction control can do for you is to allow for better acceleration over a still lacking length of track.  For some racing that may be all that is needed to win, especially if the track is slick to very slick.

 

Back to available grip verses available hp, late models and reading the track.  I think(meaning I'm not sure), with a late model of high hp, it's all about can you dump enough weight on the RR(right rear) to apply the available hp and go.  If there is grip available you do it by what ever means, cranking weight to the RR and go.  If there isn't or when track grip goes away and you get into a situation where you are over working the RR and the RF, then you have no choice if you want to continue to apply hp, but to use the left side tires more.  I think most will relate to the last sentence but few will relate to beyond.  The beyond is when do you know there is no more left side grip available, to bring in and use to maintain being able to apply available hp.  When the limit of the right side tires is exceeded and you can no longer make it up by using the left side tires more, your next decision to be fast and win is to either find grip somewhere out on the track or to slow down.  Drivers never want to consider they ever will have to slow down, but the fact is if grip goes away and if you ever want to accelerate, you must slow down.  Here's the kicker about available grip going away.  If you accept the fact that when track grip goes away and over all your car will be going slower, and accept that for it to be mandatory to go slower, the grip at both the right side and the left side has to be exceeded.  The kicker is your mind set.  You have to remember where you came from, to know where your going.  The scenario is your setup is based on trying to maintain a high speed, on a track where grip went away, yet the track is now no longer a high speed track.   Most will not take into consideration over all speeds will be lower and available forces out on the track will also be reduced.  

 

Before I can go on there has to be some sort of common on track problem to observe, to tell you, you have not only exceeded the right side tires capabilities, you have also engaged the left side tires and exceeded their capability.  The on track problem indicator which tell you that is a 4 wheel drift and the only way to reduce or eliminate a 4 wheel drift is to gain right side grip.  I'm not talking about coming off the corner and drifting out to the wall and I don't want to get into an argument, about if that's a fast line or not.  The fact is a 4 wheel drift is because the left side tires have been brought into play and their grip capability has been exceeded.  The end result is weight which the left side tires can no longer hold in, is now located to the right side and the right side tires are also not able to hold the car in.  Net result is a 4 wheel drift.  The fix is always to either gain grip, change the driving line or to slow down.  In the case of a track that has gone from grip to slick, the fix is mandated by the slick track and it's you will slow down.  All that's fine and good and just BS knowledge, unless you can read the situation and do something to compensate for it.  The thing most miss and you see their cars out on the track drifting up when the track gets slick, is the fact that when you slow down, which you must do, you no longer need to have your car setup to fully engage the left side tires.  Those that are drifting up the slick track are at their wits end, just dumping all they can into the left side of the car.  They don't realize and bring in the fact their car will be going slower and in doing so they will be gaining some over all grip.  At that point to match up setup with an increased proportion of available grip, because of going slower, setup needs to be moved some, away from the left side.  I'll stop now and just present a quick scenario.  Early on it's a high grip track and it's dump weight on the RR and go.  Grip starts to go away and it's, engage the left side tires to try to maintain the ability to apply hp.  Grip goes away even more and it mandates a slower race car out on the track.  If you do not realize over all speed is slower, your stuck with a race car which even when going slower is exceeding the capability of the left side tires and transferred weight also exceeds the right side tires, so it 4 wheel drifts.  The fix is to realize over all speed has been reduced and as a result there has been a gain in grip.  Since there is a grip gain, the car need to be adjusted away from the left side, so the right side can take advantage of the gain in grip.  If you don't your lost skating up the track or slowing down even more, all because of not realizing your over using the left side of the car trying to gain grip.

 

This is fun, I enjoy writing weather I'm correct or not, hoping someone will tell me I'm full of it and explain where I'm wrong, and it's on to the next cup of coffee.  Traction control.  For you to have any control over traction you have to be able to accurately read traction or make a guess at what traction is available.  That means there's either going to have to be sensors somewhere making a comparison or your going to have to input a rate of acceleration to the engine.  

 

later maybe or maybe not because I'll proly get beat up over the bs I already spewed.  but I had fun writing it and for me that's what matters. 

[dirtstudent2]

I think traction control is interesting, I'm retired, got the time waiting to go to Mercer, ain't had my second cup of coffee yet, feel like throwing bull around, don't know squat bout it, like to write and heck this is as good as any place to spew crap, so here goes about traction control.

 

For any traction control to work you first have to know about traction or make a guess about traction, commonly know as available grip.  Then you have to work into it something most don't take into consideration with setup, because it is what it is for every racer and they mostly over look it, that other thing needed to consider is available hp.  If you ask a racer about available hp, the answer you will get it there is not enough of it, yet they still mostly over look it.  

 

The first and most common place for racers to over look available hp is not considering air density changes at the track nightly and weekly.  And if they do it will most likely be the top runners and you will not see them looking at their density gauges.  You won't see them, not because it's not important or they do not do it, they will do it in secret so others who may not, will not pick up the habit of dealing with air density.  About the most local racers will do is to sometimes notice a change in the air, usually it's about, wow the air is good tonight and I can feel it, maybe we should change a pill.

 

All that to relate available grip and available hp, together with setup to go fast.  Before you would even need to worry about traction control, you would need to know where you stand with your setup, on the track.  You need to already have the skill to read the track.  Though this board is titled about Sprint car racing, it seems most relate to a late model, so I'll address late models first.  Your basic setup with a late model or any other car is turn and go.  If you can't turn, you will spend more time going, over a shorter distance.  And if you can turn you hopefully can spend more time going, over a longer distance.  And being able to turn also allows your more opportunity to take advantage of racing situations.  All that to say if you don't have the setup and traction to turn, all traction control can do for you is to allow for better acceleration over a still lacking length of track.  For some racing that may be all that is needed to win, especially if the track is slick to very slick.

 

Back to available grip verses available hp, late models and reading the track.  I think(meaning I'm not sure), with a late model of high hp, it's all about can you dump enough weight on the RR(right rear) to apply the available hp and go.  If there is grip available you do it by what ever means, cranking weight to the RR and go.  If there isn't or when track grip goes away and you get into a situation where you are over working the RR and the RF, then you have no choice if you want to continue to apply hp, but to use the left side tires more.  I think most will relate to the last sentence but few will relate to beyond.  The beyond is when do you know there is no more left side grip available, to bring in and use to maintain being able to apply available hp.  When the limit of the right side tires is exceeded and you can no longer make it up by using the left side tires more, your next decision to be fast and win is to either find grip somewhere out on the track or to slow down.  Drivers never want to consider they ever will have to slow down, but the fact is if grip goes away and if you ever want to accelerate, you must slow down.  Here's the kicker about available grip going away.  If you accept the fact that when track grip goes away and over all your car will be going slower, and accept that for it to be mandatory to go slower, the grip at both the right side and the left side has to be exceeded.  The kicker is your mind set.  You have to remember where you came from, to know where your going.  The scenario is your setup is based on trying to maintain a high speed, on a track where grip went away, yet the track is now no longer a high speed track.   Most will not take into consideration over all speeds will be lower and available forces out on the track will also be reduced.  

 

Before I can go on there has to be some sort of common on track problem to observe, to tell you, you have not only exceeded the right side tires capabilities, you have also engaged the left side tires and exceeded their capability.  The on track problem indicator which tell you that is a 4 wheel drift and the only way to reduce or eliminate a 4 wheel drift is to gain right side grip.  I'm not talking about coming off the corner and drifting out to the wall and I don't want to get into an argument, about if that's a fast line or not.  The fact is a 4 wheel drift is because the left side tires have been brought into play and their grip capability has been exceeded.  The end result is weight which the left side tires can no longer hold in, is now located to the right side and the right side tires are also not able to hold the car in.  Net result is a 4 wheel drift.  The fix is always to either gain grip, change the driving line or to slow down.  In the case of a track that has gone from grip to slick, the fix is mandated by the slick track and it's you will slow down.  All that's fine and good and just BS knowledge, unless you can read the situation and do something to compensate for it.  The thing most miss and you see their cars out on the track drifting up when the track gets slick, is the fact that when you slow down, which you must do, you no longer need to have your car setup to fully engage the left side tires.  Those that are drifting up the slick track are at their wits end, just dumping all they can into the left side of the car.  They don't realize and bring in the fact their car will be going slower and in doing so they will be gaining some over all grip.  At that point to match up setup with an increased proportion of available grip, because of going slower, setup needs to be moved some, away from the left side.  I'll stop now and just present a quick scenario.  Early on it's a high grip track and it's dump weight on the RR and go.  Grip starts to go away and it's, engage the left side tires to try to maintain the ability to apply hp.  Grip goes away even more and it mandates a slower race car out on the track.  If you do not realize over all speed is slower, your stuck with a race car which even when going slower is exceeding the capability of the left side tires and transferred weight also exceeds the right side tires, so it 4 wheel drifts.  The fix is to realize over all speed has been reduced and as a result there has been a gain in grip.  Since there is a grip gain, the car need to be adjusted away from the left side, so the right side can take advantage of the gain in grip.  If you don't your lost skating up the track or slowing down even more, all because of not realizing your over using the left side of the car trying to gain grip.

 

This is fun, I enjoy writing weather I'm correct or not, hoping someone will tell me I'm full of it and explain where I'm wrong, and it's on to the next cup of coffee.  Traction control.  For you to have any control over traction you have to be able to accurately read traction or make a guess at what traction is available.  That means there's either going to have to be sensors somewhere making a comparison or your going to have to input a rate of acceleration to the engine.  

 

later maybe or maybe not because I'll proly get beat up over the bs I already spewed.  but I had fun writing it and for me that's what matters. 

 

just thought i'd copy and paste before someone else did it too me.  why some folks do that is beyond me.  ya either fear yer words or you don't

[blue by you]

 

just thought i'd copy and paste before someone else did it too me.  why some folks do that is beyond me.  ya either fear yer words or you don't

wow!!!man you should be setting up for some nascar team. thats some deep info there.