7 replies to this topic

[dirtstudent2]

I'll tell ya what it can do for you not how it does it.

 

After hearing the word "smash" not understanding it and the complexity associated with it....

 

Naturally I had to come up with an idea of improving something I know nothing about.  ...  

 

So I today designed a bump stop that when "smashed" by the chassis will release more energy then is stored in the compressed bump stop.

 

... good ain't it or is it a great idea?

All going on my wrong assumption how a bump stop releases is way more important then how it is compressed.

yep wrong, out to lunch and in left field again

 

or is it?

 

I sure don't know but it's fun to think about.

 

 

 

[Retort]

Every action on each corner of the car, must first go through the tires. Better stick with your Gleason spoon and Tiffin valve setup.

[3 link]

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Edited by 3 link, 22 November 2021 - 05:40 AM.

[dirtstudent2]

thank you both !

 

... and i'll have to think about the great info given in conversation.

 

thanks again there's a lot there to try to relate too and all at this point quickly digesting it fits nicely.

[dirtstudent2]

"..... no need to push it up with energy ...."

 

 

I see it.

 

 

I'm trying to add a moment/instant in time between when available energy/forces act and when they are able to push it up because of dampened shock connection.

Trying to throw some slop in there between the connection of the chassis and the tire.  

The only reason for added energy to help take up the slop was to overcome some/any friction between the lifting chassis corner and the tire.

The physics of it say you can't prevent unloading of a corner(right front for Lates and left rear for winged sprints) when that corner of the chassis unloads, until you can catch or put the weight there again. 

Only trying to gain a moment/instant of time between instantaneous dynamic weight transfer and a mechanical action.

In the case of a winged sprint at 140mph prior to a turn, the moment/instant in time can relate to a distance of advantage for your driver on the track.

I'm most likely in error trying to relate the same created moment/instant in time to a Late Model driver gaining a distance of additional more quality control any time a right front is caused to loose load.

... fun to think about for me.

 

I think you know I'm not arguing with you because I'm expressing my understanding and the way I see it in my minds picture.

"..... no need to push it up with energy ...."  Yes I agree it will operate.  My thought is to try to help it operate for just a moment/instant in time and there may be some advantage in doing so.

 

... LOL  ... I guess repeating my self as I like to do is a form or argument.

... Butt in my case it's just being wrong, dumb and thick skulled.  ...  

[dirtstudent2]

The only reason for me to think about Late Models and a free shock travel distance at the right front corner is I was told at Charlotte and confirmed it with a few Late Crews that they did indeed do it. 

All I asked knew about it but some said they used it and some said they did not.

 

I was told by Bilstein they cut groves inside the shock to make it a non working shock, for the desired distance.  

 

My questions are not to ask if it's being done.

My questions are to learn 'why' it's done.

I think during the process of 'smash" the non working distance would be taken first the same as weakest springs compress first.

Since 'smash' occurs and is so finely defined I don't see the need for a non working distance during compression.

... so it must be used when the shock is extended and again my wondering is all about why?

[dirtstudent2]

Correction I do see a reason for there to be a distance of "smash" compression without assistance from dampening.

 

The reason would be about how you need to present your tire to the track depending on available grip and track surface conditions.

Sometimes you need to "bang" a tire initially into the track for purposes of trying to gain some instant additional grip.

Other time you need to ease a a tire into the track again trying to gain some additional grip without instantly over coming the tires grip capabilities.

And then you need to do both.

 

I can see during specific track conditions where an initial free travel distance would aid you in banging a tire into or thru what's on the surface looking for grip.

[dirtstudent2]

3 link, I sent you a message