Dave:
I agree about programming the power progression to avoid "blowing-off" the
drive tire under hard acceleration. From the sounds that the engines make,
I think some lsr people are already doing that (Lingua, for example). And
the way Dad Land "ratchets" his speed upward using brief shots of nitrous
has somewhat the same effect.
However-- the really fast "sit-on" bikes top speeds are being limited by the
aerodynamic "wall". When they get up into the mid-200 range, the aero
resistance (Cds above .6, remember) is greater than the thrust that can be
sustained by the one (lightly-loaded) drive tire-- so the wheel spins.
IMHO.
Programming the power progression won't help that part.
I predict that this 'busa that Joe found will NOT go significantly faster
than Noonan's-- unless they have REALLY improved aerodynamics.
Russ, #1226B
-----Original Message-----
From: owner-land-speed@autox.team.net
[mailto:owner-land-speed@autox.team.net]On Behalf Of Dave Dahlgren
Sent: Monday, July 14, 2003 6:40 AM
To: gary baker
Cc: jkamo@rap.midco.net; Rick@rbmotorsports.com; saltrat@pro-blend.com;
land-speed@autox.team.net
Subject: Re: another reason to go to speedweek
Could always run a Motec ECU instead of the Accel unit on the bike and
program
boost vs. gear and rpm in the boost limit table so you can actually control
torque at the rear wheel..you can also control boost vs tps as well.. No
traction control used, only sensible torque limiting. Uses no wheel speeds
and
measures no slip either.. With a proper dyno sheet you can add boost as you
go
up in gears and take away multiplication so the wheel never slips because
you
have not tried to overpower the track.. You could also data log slip which
is
entirely legal as far as I know and reprogram the boost limit table as
required
if you encounter too much slip or if you are completely hooked up add some..
Dave
gary baker wrote:
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