cockpit adjustable sway bars?
12-03-2006, 04:01 PM
#3
In general how do you use them? Do you set it and forget it during testing for a particular track, I.E. generalize and tune with shocks? Do you change mid race as say fuel loads change weight charactoristics? Do you change them as you drive up to key portions on a specific turn on a race track?
I'm completely clueless.
Thanks!
I'm completely clueless.
Thanks!
12-03-2006, 06:44 PM
#4
Three Wheelin'
Not wanting to answer for Norm but I would use them to react to changing track conditions (dry race that gets wet), changing tire wear (think 90 min. plus enduro) and ease of use, not having to crawl under your car as the rain starts to soften up your sways!!! I have them high on my wish list. For PCA, you have to lock them into one position for race or Q. For practiice, you can adjust. NASA and other race groups do not require the controls to be locked in place.
12-03-2006, 07:03 PM
#5
Three Wheelin'
Rick DeMan's old 924 GT 5R car now owned and raced by Frank Celenza has a nice one that they say is great to have as the load changes over the course of the race and as tires start to go....another guy I know had them in his 2R car (Kelly Moss setup) and he rarely changed them once they were set as far as I know.
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12-04-2006, 10:25 AM
#8
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Ok, here are my practical, non-suspension-expert comments:
In general, I adjust the bars slightly if needed with each session based on the following:
(1) as the tire characteristics change.
(2) In longer races as the fuel burns off.
So effectively I make adjustments each session to help dial in the car better.
The frequency of adjustment was different in my prototypes versus GT cars.
GT vs Prototype adjustments:
Functionally they do the same thing and I would use them similarly. However, in my prototypes the granularity of adjustment and the affect on handling was much more magnified so consequently I would adjust them more to fine tune the handling during races.
In my GT cars they work well, but it seems to take more clicks to notice the change. Most likely due to all the extra weight and lack of real downforce, relying more on mechanical grip.
Norm
In general, I adjust the bars slightly if needed with each session based on the following:
(1) as the tire characteristics change.
(2) In longer races as the fuel burns off.
So effectively I make adjustments each session to help dial in the car better.
The frequency of adjustment was different in my prototypes versus GT cars.
GT vs Prototype adjustments:
Functionally they do the same thing and I would use them similarly. However, in my prototypes the granularity of adjustment and the affect on handling was much more magnified so consequently I would adjust them more to fine tune the handling during races.
In my GT cars they work well, but it seems to take more clicks to notice the change. Most likely due to all the extra weight and lack of real downforce, relying more on mechanical grip.
Norm
12-04-2006, 02:57 PM
#9
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Rennlist Member
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I've never changed mine but I guess I would if I developed significant under/oversteer or the weather changed on me. I've only raced my car one weekend and the only adjutment I made was on the brake bias and I proceeded to nearly spin in the next corner. I quickly set it back where it was.
12-04-2006, 11:46 PM
#13
Drifting
The Kelly Moss set-up looks like this, although they may have developed newer levers.
I think Genesis has 5 position lever available that is more compact, which may offer closer placement. Try Hoerr Racing Products @ www.hrpworld.com.
Not sure what type Norm runs, but when I move the levers, I can feel the slightest difference.
I think Genesis has 5 position lever available that is more compact, which may offer closer placement. Try Hoerr Racing Products @ www.hrpworld.com.
Not sure what type Norm runs, but when I move the levers, I can feel the slightest difference.
Last edited by mklaskin; 03-31-2011 at 04:42 PM.
12-05-2006, 12:29 AM
#15
Drifting
Boost control...I wish. That is actually a radio signal distribution box. These photos came from the previous owner.
Not sure if I have the chronology right, but Kelly Moss built the car in '95-'96 using a 993 tub. I think the tub itself is from a '95. The motor is a '96 PMNA 3.8 Liter butterfly valve, probably makes about 375 bhp. All body work is carbon, including the roof, front bulkhead, and rear firewall. Really a beautifully done car, even by todays standards.
The first time they ran the car at Road America, they were quicker than the factory RSR by six seconds, according to Jeff Stone. Only 2 cars were built to full KMR-RSR 3.8 Lightweight specs. The other car has been extensively reconfigured, including a GT3R motor and trans. My car is still in it's original configuration.
Not sure if I have the chronology right, but Kelly Moss built the car in '95-'96 using a 993 tub. I think the tub itself is from a '95. The motor is a '96 PMNA 3.8 Liter butterfly valve, probably makes about 375 bhp. All body work is carbon, including the roof, front bulkhead, and rear firewall. Really a beautifully done car, even by todays standards.
The first time they ran the car at Road America, they were quicker than the factory RSR by six seconds, according to Jeff Stone. Only 2 cars were built to full KMR-RSR 3.8 Lightweight specs. The other car has been extensively reconfigured, including a GT3R motor and trans. My car is still in it's original configuration.
Last edited by mklaskin; 03-31-2011 at 04:42 PM.