My solution for that would be four in-line independent turbo Busa' engines,
one of each mounted at and driving each wheel.
I think I'll sketch it out tomorrow and work up a budget. Ah, maybe not!
Obviously those "needles" you guys drive have inherent space problems that
dictate little to no suspension. Plus, I've seen so little being a rookie to
LSR and B'Ville, I don't know what's been tried in the past. My comments
were aimed at KT's ride.
Grib
"Do what others Won't and you'll do what others Can't for the rest of your
life"
: "Nafzger" <nafzger@vtc.net>
To: "rgribble" <rgribble@carolina.rr.com>; "Keith Turk" <kturk@ala.net>;
<land-speed@autox.team.net>
Sent: Tuesday, October 23, 2001 8:07 PM
Subject: Re: Rear suspension
> Grib & List,
> All valid points. Just like why we drive different brands of trucks, etc.
> One other major problem that is exclusive to liners, at least the ones I
> glue together, is the fact that the 5-speed fits right into the companion
> flange of the quick change with the 3" coupler from a constant velocity
> joint and two u-joints. If I was to allow the rear end to move up and
down,
> the whole engine and rear end assembly would have to pivot from the front
on
> a cradle or something like that. Talk about unsprung weight.
> I considered an independant rear end but the wheel flanges are only 22"
> apart and the custom quick change is 11" wide. Not much room for u-joints
> and hub carriers.
> I think that rear engined streamliners are unique in this respect and I
> have no experience with anything else at Bonneville.
> Howard
>
> ----- Original Message -----
> From: "rgribble" <rgribble@carolina.rr.com>
> To: "Nafzger" <nafzger@vtc.net>; "Keith Turk" <kturk@ala.net>;
> <land-speed@autox.team.net>
> Sent: Tuesday, October 23, 2001 9:05 AM
> Subject: Re: Rear suspension
>
>
> > 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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