Jerry your one of those tough teachers...Friday quizzes...tough.
Anyway I guess I'll jump in and contradict most everyone here. In
theory a
light weight race car is great, and should go faster, but if it won't stick
to the ground it's not worth a flip. And I can tell you that driving at
traction limited Bonneville isn’t anything like driving at the drags. So in
the end it's whatever allows your car to maintain traction is the best way
to go. I use both aero assist and ballast to get the job done.
Now for aluminum rods. Well I've been using them for 10 years now, set
four records at Bonneville, I guess eight at Maxton and haven't lost a one.
On the other hand I did run Carrillos once and stuck one out the oil pan.
Kinda runined my Speed Week that year, but you learn. For me Aluminum is
the only way to go. The price is reasonable, I can get the wierd sizes I
like to run, and I don't honestly think that five miles at Bonneville is
anywhere near as hard on a set of aluminum rods as a 1/4 mile at the drags.
At 06:18 PM 7/8/99 -0700, JERRY FOSTER wrote:
>Your papers will not be graded because I don't know the answers!
>Looking for info here.
>
> #1 Car weight. Do you build for super-light cars in the LSR
>business? I know you gear for the track, but it seems to me that at
>Muroc and El Mirage you really have to boogie all the way to get all
>your speed in time. It's like a long drag race.
>
> #2 Engine assembly weight. Do you go with aluminum rods, small
>dampner/balancer, lightweight crank, etc,?
>
> I guess both topics really relate to acceleration, which is what
>I've always tried to build for in drag cars and hot rods, etc. I love
>it, it's a kick in the pants! How else to you get to that top speed?
>
> All papers must be turned in by Saturday at close of school!
>
> Thanks! Jerry Foster In Dallas
>
|