Larry and all the others who have commented about HP etc.
The GTeck-Pro that I have does in fact provide
instantinious and peak HP (If you enter the weight
of your car before you start.) It also reads ET and MPH
in a 1/4 mile at another setting. The data is NOT
recorded unfortunually. I find that when I am "Testing"
my Tiger, It is difficult to operate the GTeck-Pro and
to write down the results when the hands are shaking
real bad.
At 09:39 AM 2/22/2001 -0500, you wrote:
>If I remember, Jim B has a GMeter, and was happy once he found a way to
>secure the meter to the windshield. Jim, have you or others on the list
>used this device to tune your car, or practice skills in launching your car.
>
>It seams like a reasonable way to do both, after the whole package is
>together, and fine tuning is in order.
>
>I had my car dyno tuned, and believe it is one of the best performance
>expenses, but the GMeter is real world, with you driving your car, and
>as many practices as you or your tires can take.
>
>Larry
>
>Bob Palmer wrote:
>>
>> Stu,
>>
>> I too believe in confirming theory with experiment. Actually, if you think
>> about it, a chassis dyno does about the same thing you are suggesting. Some
>> work different than others, but a lot of them calculate horsepower by
>> accelerating the rotating mass with the rear wheels. Pretty equivalent to
>> accelerating the mass of the car. If you do the G-meter tests, we can easily
>> calculate the horsepower curve. We do need to know the speed of the car and
>> it's mass. BTW, one of the guys that runs a dyno here in San Diego thinks
>> torque is "real" and horsepower is just "theoretical", because you have to
>> multiply torque times rpm to get horsepower. But just minute here; torque is
>> force times distance, so I guess it's all just a mirage!! Maybe I'll start a
>> new fad by talking about the down "force" of the pistons as being what
>> "really counts", or come to think of it maybe it's really the compression
>> pressure in the cylinder times the piston area that produces the down force,
>> that creates the torque that produces the power that's really important.
>> It's all so very confusing!!! Maybe Chris Vaught's Zen approach to drag
>> racing is more satisfying. Of course, he may be at a bit of a disadvantage
>> in a car he has never practiced his meditations in. You probably wouldn't
>> last long as a NASCAR or CART driver with that attitude either. I'm pretty
>> sure with a $100k motor, they don't want you using the seat of your pants to
>> decide when to shift - just guessing, but if it was MY race car I'd want
>> details like that nailed down pretty tight.
>>
>> When the green flag drops, the b.s. stops
>>
>> TTFN,
>>
>> Bob
>>
>> -----Original Message-----
>> From: owner-tigers@autox.team.net [mailto:owner-tigers@autox.team.net]On
>> Behalf Of Stuart Brennan
>> Sent: Wednesday, February 21, 2001 9:33 AM
>> To: tigers@autox.team.net
>> Subject: When to shift?
>>
>> Torque curves? Horespower curves? Red line? Hmmmm....
>>
>> If you really think about it, you should shift either when the engine is
>> about ready to explode, OR when the next gear up would give you more
>> accelleration, as in when an engine runs out of breath at high revs. I
>> would say that you should use a "G-Analyist" or whatever that thing was
>> called, to plot your accelleration vs speed for each gear, idle to red line.
>> Overlay these plots, and it should become obvious where to shift. This way
>> you would not have to compensate for any other factors. You are directly
>> measuring the result that you want.
>>
>> Stu
>
James Barrett Tiger II 351C and others
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