GPL is alright, good for some laughs =)
The only difference between gpl and lfs is that he has a sector timer that shows up on the screen for gpl, where lfs he has nothing.
The only difference between gpl and lfs is that he has a sector timer that shows up on the screen for gpl, where lfs he has nothing.
Well if the blowoff valve is active you want as little power as possible, since the blow off almost always occurs when you want little or no power, hence getting rid of the excess air charge so HP is irrelevant to having recirc vs. open.
You will get a faster spool with a recirc valve than atmo. but some of that pressure makes it back to the engine while deacceling. A/F ratios mean very little during deaccel but it will mess with A/F if you swap to atmo from recirc.
Its rare to see a maf and map sensor on the same car. One can easily calculate the other.
You will get a faster spool with a recirc valve than atmo. but some of that pressure makes it back to the engine while deacceling. A/F ratios mean very little during deaccel but it will mess with A/F if you swap to atmo from recirc.
Its rare to see a maf and map sensor on the same car. One can easily calculate the other.
You can almost get a Vette for the price of a Boxter S. You can get FWD hot hatches that are faster than than it for 1/2 the price.
I think by the time it's all said and done, by the time you get driver swaps in and everyone is situated after the rotation you will be lucky to push 4-5 total 30 minute races. I didn't practice GPL (Don't have it) and I lost the fasest lap by .01 seconds.
LFS I did a bit of practice, but not too much. I 'could' get very near my times from home ( I think it helped that I had the exact same wheel/pedal combo he does, Momo Wheel, with BRDspee7 pedals w/ a spring kit to get the brakes feeling more like real life) But it was a challenge, I think mostly because I had been driving on the road for 2+ hours just beforehand, and I was in new surroundings.
No, it was pretty tight when we were there. 1 thing that I didn't really like last time was the inability to talk to anyone from the other heat while at the venue. Another reason for mixing up the heats =)
Antt I am coming from Oxford way if there is a slot for me, maybe I could give you a lift, I donno about sitting in a car for two hours with someone I don't know though.
I like Becky's idea, you could run a heat A/B then to crown a champion rotate the bottom 4-5 from heat A to B and vice versa.
I like larger races because, like Tristan said, it would help prevent people overdriving early on. But I think it would get a bit tedious I think if we had a long race to wait through because at max only 10 people can race at a time, unless he's doubled his rigs since we went down. That was two years ago though wasn't it Bob?
I like larger races because, like Tristan said, it would help prevent people overdriving early on. But I think it would get a bit tedious I think if we had a long race to wait through because at max only 10 people can race at a time, unless he's doubled his rigs since we went down. That was two years ago though wasn't it Bob?
With a turbo it's difficult to run a MAP sensor on the intake manifold. The pressures vary widely and the sensors have problems coping from what I understand. My car varies pressure from 30 pounds of vacuum to 15PSI within a second or so. Hence the MAF sensor instead.
@ nathan If you run rich your engine temperatures go down, not up. I think what you mean is the unburnt fuel enters into exhaust manifold, causing an explosion in the exhaust, which may eventually cause problems with the cat.
You would have to go lean to have in increase in engine temps, and then the cat is the least of your worries =)
@ wheel4hummer Can't agree more, that noise comes from restriction of some sort. If there was no restriction than you would have no sound. No restriction = faster pressure bleed-off.
@ nathan If you run rich your engine temperatures go down, not up. I think what you mean is the unburnt fuel enters into exhaust manifold, causing an explosion in the exhaust, which may eventually cause problems with the cat.
You would have to go lean to have in increase in engine temps, and then the cat is the least of your worries =)
@ wheel4hummer Can't agree more, that noise comes from restriction of some sort. If there was no restriction than you would have no sound. No restriction = faster pressure bleed-off.
Bob the Ferrari was meant to be 'easy' and is the reason why we went with it. There are plenty of other cars they have that are much more tricky IIRC. Still I had fun preventing the car from going backwards into the corner, and I doubt many people will have much experience with GPL to use many of the other cars without having a crash fest without at least a little prior practice.
Is it possible for me to be put on the list please? I had fun last time, and it's good seeing people.
Is it possible for me to be put on the list please? I had fun last time, and it's good seeing people.
Doh looks full =)
I had fun when Bob put this on. The wheels are abused from constant use but still fun to play LFS with the BRD pedals and projector screens.
I had fun when Bob put this on. The wheels are abused from constant use but still fun to play LFS with the BRD pedals and projector screens.
The reason for such a big literage is for the torque available from nearly idle. Which is what a drag car/wheelie car needs. Having HP/Torque at a high rpm like you would have in a smaller engine wastes time that a drag racer doesn't really have.
A SB 'can' reach this much HP, but powerbands are more likely to be higher, with less torque. A forced induction engine, while still capable, wastes even more time and is extremely difficult to to tune accurately for each launch because the power is constantly changing dramatically as the weather changes. A roots will have parasitic losses at the end of the run, cutting down trap speeds. A centrifuge will have lag and parasitic losses...
Even waiting .5 seconds for turbo spool is too much for a drag racer when their race can last as little as 5 seconds.
http://www.gmperformanceparts. ... ku=12498827&engCat=bb
MSRP was over $20,000
Last edited by Christopher Raemisch, .
I understand dampers for the most part. I was only trying to to explain that the shock/coilover market explain each setting as an 'adjustment' and the C/O's I showed you were '32 way adjustable.
You are right, it has 32 settings and it's singly adjustable, like ajp mentioned.
I don't think they should call each setting a 'way'. When I first looked at shocks it made me confused too. I thought a way would be like adjusting the rebound separate from the bound and have slow/fast adjusters too.
I understand shocks and how they are used for the most part in setup. Just showing you that more than likely that the 8-way shock for the atom is probably a shock that has 8 different settings and not 8 different parameters that can be changed.
You are right, it has 32 settings and it's singly adjustable, like ajp mentioned.
I don't think they should call each setting a 'way'. When I first looked at shocks it made me confused too. I thought a way would be like adjusting the rebound separate from the bound and have slow/fast adjusters too.
I understand shocks and how they are used for the most part in setup. Just showing you that more than likely that the 8-way shock for the atom is probably a shock that has 8 different settings and not 8 different parameters that can be changed.
Last edited by Christopher Raemisch, .
http://www.modernperformance.c ... _359&products_id=1552
There is a coilover that has 32 settings, though still singly adjustable, IE bound and rebound cannot be adjusted separately.
I thought a slow compression/rebound setting meant that the shock would not take as much energy from the spring as fast as a 'faster' setting?
There is a coilover that has 32 settings, though still singly adjustable, IE bound and rebound cannot be adjusted separately.
I thought a slow compression/rebound setting meant that the shock would not take as much energy from the spring as fast as a 'faster' setting?
Thats exactly the point I have been trying to get across. If I haven't been then I will need to get double check my wording before I post. Never anywhere did I mention it was easy, only that anyone with some intelligence in their brain would not have a problem being competitive on the dragstrip.
FTR I run 13.7's =P
There a BF2 match happening tonight? 
Happy Birthday! =)
You old enough to drive yet?
BTW dustin you have two LFS accounts on the forum, your listed twice.
You old enough to drive yet?
BTW dustin you have two LFS accounts on the forum, your listed twice.
Whatever makes you sleep better =)
Like I said if throttle control is sooo important like you say, why don't they make it part of the broadcasts? If it was such a challenge to modulate the throttle for traction surely they would have the foresight to see that it would make the broadcasts more interesting.
Wiki for F1 G forces:
"The turning force at low speeds (below 70 to about 100 km/h) mostly comes from the so-called 'mechanical grip' of the tyres themselves. At such low speeds the car can turn at 2.0 g. At 210 km/h (130 mph) already the turning acceleration is 3.0g, as evidenced by the famous esses (turns 3 and 4) at the Suzuka circuit. Higher-speed corners such as Blanchimont (Circuit de Spa-Francorchamps) and Copse (Silverstone Circuit) are taken at above 5.0g, and 6.0g has been recorded at Suzuka's 130-R corner[9]. Which goes back to having to sustain these forces, and many other forces throughout a race constantly, no 2 hour wait between like you would see during a drag racing event.
A top fuel dragster will pull about 5g off the line
"As stated above, the force of G is equivalent to an acceleration of 32.14 feet per second per second. Therefore Kim Reymond experienced circa 5.11 G when he blasted off the line on the afternoon of 6 September 2003."
This is only within the first 60', which lasts less than a second.
http://www.theaccelerationarch ... res/anatomy/of_a_run.html
Obviously there is some error from the G force being calculated instead of measured, but it's a general consensus that a top fuel dragster will pull a maximum of 5 to 6g off the line through the first 60'.
G forces are from acceleration, acceleration of anything slows down the faster you go unless you are able to increase the power to compensate for losses and drag So there is no possible way top fuelers sustain 5g throughout the whole 5 seconds. To give you an idea during the last 1/2 of the run they average 1.25G's based on a calculation used on previous site.
I donno about you but I am pretty confident that I can tense all my muscles and not breathe for a few seconds a day to complete a launch. BTW it takes the brain .5 seconds to react to anything so the launch is virtually completed before the brain can even think about modulating the throttle if something goes wrong.
All they have to do now is keep the throttle down and the car in the right direction. You don't even have to shift, the power is delivered through a series of clutches that are timed by the mechanics in the garage to engage during the run to allow the engine to reach maximum power without having to bring too much power to the wheels, causing the car to break traction.
This is only coupling in the physical aspects, there are mental aspects that wheel-to-wheel racing has that drag racing does not that have not even been touched on.
I have said my 2p believe what you want to believe and no amount of facts will sway anyones thinking. I will say I enjoy drag racing and I myself go drag racing every year. I also try to goto a roadcourse too, but thats a bit more expensive, not to mention more wear on the car.
Like I said if throttle control is sooo important like you say, why don't they make it part of the broadcasts? If it was such a challenge to modulate the throttle for traction surely they would have the foresight to see that it would make the broadcasts more interesting.
Wiki for F1 G forces:
"The turning force at low speeds (below 70 to about 100 km/h) mostly comes from the so-called 'mechanical grip' of the tyres themselves. At such low speeds the car can turn at 2.0 g. At 210 km/h (130 mph) already the turning acceleration is 3.0g, as evidenced by the famous esses (turns 3 and 4) at the Suzuka circuit. Higher-speed corners such as Blanchimont (Circuit de Spa-Francorchamps) and Copse (Silverstone Circuit) are taken at above 5.0g, and 6.0g has been recorded at Suzuka's 130-R corner[9]. Which goes back to having to sustain these forces, and many other forces throughout a race constantly, no 2 hour wait between like you would see during a drag racing event.
A top fuel dragster will pull about 5g off the line
"As stated above, the force of G is equivalent to an acceleration of 32.14 feet per second per second. Therefore Kim Reymond experienced circa 5.11 G when he blasted off the line on the afternoon of 6 September 2003."
This is only within the first 60', which lasts less than a second.
http://www.theaccelerationarch ... res/anatomy/of_a_run.html
Obviously there is some error from the G force being calculated instead of measured, but it's a general consensus that a top fuel dragster will pull a maximum of 5 to 6g off the line through the first 60'.
G forces are from acceleration, acceleration of anything slows down the faster you go unless you are able to increase the power to compensate for losses and drag So there is no possible way top fuelers sustain 5g throughout the whole 5 seconds. To give you an idea during the last 1/2 of the run they average 1.25G's based on a calculation used on previous site.
I donno about you but I am pretty confident that I can tense all my muscles and not breathe for a few seconds a day to complete a launch. BTW it takes the brain .5 seconds to react to anything so the launch is virtually completed before the brain can even think about modulating the throttle if something goes wrong.
All they have to do now is keep the throttle down and the car in the right direction. You don't even have to shift, the power is delivered through a series of clutches that are timed by the mechanics in the garage to engage during the run to allow the engine to reach maximum power without having to bring too much power to the wheels, causing the car to break traction.
This is only coupling in the physical aspects, there are mental aspects that wheel-to-wheel racing has that drag racing does not that have not even been touched on.
I have said my 2p believe what you want to believe and no amount of facts will sway anyones thinking. I will say I enjoy drag racing and I myself go drag racing every year. I also try to goto a roadcourse too, but thats a bit more expensive, not to mention more wear on the car.
Last edited by Christopher Raemisch, .
ahh nothing like a god laugh for the morning! Even Lyla is laughing, and she can't even read!
When you all playing?
When you all playing?
Nascar drivers do a ton of throttle control, depending on the track. The big exceptions would be Daytona and Talledaga. When they have the telemtry up you can see they really work the throttle for some corners. Most Nascar drivers are fairly competent roadcourse racers. Boris Said normally races with them when they race the road courses, I don't think he's won a race yet. He's usually in the top 10 though.
There is a challenge to drag racing, but...
Hate to burst your bubble blueflame but funnycars pull 5g's during a launch, they probably pull 5g's what, 3-5 times a day? F1 drivers pull that at least once a lap, which races can be over 70 laps.
True 5g's people can black out, but chances are if your fit you won't have any problems.
http://www.patentstorm.us/patents/5839419.html Here is a patent for a throttle control that drivers can use to launch and stage their cars.
http://www.racetronics.net/
http://www.andra.com.au/article.asp?Id=1483
"“We have changed a bit on the two step, working the progressive boost systems in place in trying to make it less angry,” smiled Signorelli." A two step is a device that limits HP to get good launches at WOT.
If you did % wise of time on the track maybe, just maybe you could say that they do more throttle control. Drift racers hold drifts longer than it takes a funnycar to make a run, hell depending on the circuit drift racers probably hold a drift longer than it takes the funnycar to make it's runs during a single day.
If throttle control is so important for a drag racer, why dont they show it in the broadcasts? Never once have I heard a commentator say, "wow look at that throttle control!"
Drag racing is fun, and exciting, but it doesn't take a rocket scientist driver to make these cars run well, it's down to money and mechanics in the shop, the driver is just along for the ride.
True 5g's people can black out, but chances are if your fit you won't have any problems.
http://www.patentstorm.us/patents/5839419.html Here is a patent for a throttle control that drivers can use to launch and stage their cars.
http://www.racetronics.net/
http://www.andra.com.au/article.asp?Id=1483
"“We have changed a bit on the two step, working the progressive boost systems in place in trying to make it less angry,” smiled Signorelli." A two step is a device that limits HP to get good launches at WOT.
If you did % wise of time on the track maybe, just maybe you could say that they do more throttle control. Drift racers hold drifts longer than it takes a funnycar to make a run, hell depending on the circuit drift racers probably hold a drift longer than it takes the funnycar to make it's runs during a single day.
If throttle control is so important for a drag racer, why dont they show it in the broadcasts? Never once have I heard a commentator say, "wow look at that throttle control!"
Drag racing is fun, and exciting, but it doesn't take a rocket scientist driver to make these cars run well, it's down to money and mechanics in the shop, the driver is just along for the ride.
Hehe
Her and her team defo deserve it, it takes a lot of work to keep these cars running at their best.
I know when I was on Road America the backstrait on that was 'relaxing' but then I wasn't entering the strait at 0 either.
If I had $300,000 I would love to.
Yeah I have, watched them too, wicked fun, but it doesn't take a 'superhuman' to hold on and pray the car doesn't break =)
Done drag racing myself in my car, after my 5th ever run I was running 2.0 60's with a FWD and running the exact time that the car is capable of.
There is skill involved, but nothing that any 'normal' person couldn't do competively if they had the cash.
Does help all they gotta do is keep the car strait and the engineers do the rest
Still to keep a car strait with that much power going down still takes some skill, but drag racing is more about the performance of the vehicle more than the driver, sure it takes skill, but I bet you my paycheck you could take any drag racer that knows what they are doing and they would run the same times in the same car.
Still, +2
FGED GREDG RDFGDR GSFDG