Testing at Thunderhill
04-06-2011, 10:31 PM
#106
Lifetime Rennlist Member
No, no, no, no, no.
You need a flat HP curve, with lots of tire slip so the clutch packs will convert pv=nrt into downforce on old tires and worn out shocks so you can take an early apex.
Gee, that seems too short, so...
No, no, no, no, no.
You need a flat HP curve, with lots of tire slip so the clutch packs will convert pv=nrt into downforce on old tires and worn out shocks so you can take an early apex.
No, no, no, no, no.
You need a flat HP curve, with lots of tire slip so the clutch packs will convert pv=nrt into downforce on old tires and worn out shocks so you can take an early apex.
No, no, no, no, no.
You need a flat HP curve, with lots of tire slip so the clutch packs will convert pv=nrt into downforce on old tires and worn out shocks so you can take an early apex.
No, no, no, no, no.
You need a flat HP curve, with lots of tire slip so the clutch packs will convert pv=nrt into downforce on old tires and worn out shocks so you can take an early apex.
No, no, no, no, no.
You need a flat HP curve, with lots of tire slip so the clutch packs will convert pv=nrt into downforce on old tires and worn out shocks so you can take an early apex.
No, no, no, no, no.
You need a flat HP curve, with lots of tire slip so the clutch packs will convert pv=nrt into downforce on old tires and worn out shocks so you can take an early apex.
No, no, no, no, no.
You need a flat HP curve, with lots of tire slip so the clutch packs will convert pv=nrt into downforce on old tires and worn out shocks so you can take an early apex.
You need a flat HP curve, with lots of tire slip so the clutch packs will convert pv=nrt into downforce on old tires and worn out shocks so you can take an early apex.
Gee, that seems too short, so...
No, no, no, no, no.
You need a flat HP curve, with lots of tire slip so the clutch packs will convert pv=nrt into downforce on old tires and worn out shocks so you can take an early apex.
No, no, no, no, no.
You need a flat HP curve, with lots of tire slip so the clutch packs will convert pv=nrt into downforce on old tires and worn out shocks so you can take an early apex.
No, no, no, no, no.
You need a flat HP curve, with lots of tire slip so the clutch packs will convert pv=nrt into downforce on old tires and worn out shocks so you can take an early apex.
No, no, no, no, no.
You need a flat HP curve, with lots of tire slip so the clutch packs will convert pv=nrt into downforce on old tires and worn out shocks so you can take an early apex.
No, no, no, no, no.
You need a flat HP curve, with lots of tire slip so the clutch packs will convert pv=nrt into downforce on old tires and worn out shocks so you can take an early apex.
No, no, no, no, no.
You need a flat HP curve, with lots of tire slip so the clutch packs will convert pv=nrt into downforce on old tires and worn out shocks so you can take an early apex.
No, no, no, no, no.
You need a flat HP curve, with lots of tire slip so the clutch packs will convert pv=nrt into downforce on old tires and worn out shocks so you can take an early apex.
04-06-2011, 10:39 PM
#108
Rennlist Member
Thread Starter
mark,
if you had a limit of HP would you want a flat hp curve or a flat torque curve? Its a simple question. state the reason if you can.
Mark
if you had a limit of HP would you want a flat hp curve or a flat torque curve? Its a simple question. state the reason if you can.
Mark
04-06-2011, 10:41 PM
#109
Lifetime Rennlist Member
04-06-2011, 10:44 PM
#110
Rennlist Member
Vote? I vote for SundayDrover for President.
04-06-2011, 10:59 PM
#112
Rennlist Member
Thread Starter
VR,
Ive heard most (or i know some) modern Dragsters use automatic transmissions! At first glance , they look to act a lot like CVT, but I dont know for sure.
you tell me, know it all boy!
Tire slip is pretty substantial
Here is some slow mo
http://www.youtube.com/watch?v=XttOe4rerLo
Ive heard most (or i know some) modern Dragsters use automatic transmissions! At first glance , they look to act a lot like CVT, but I dont know for sure.
you tell me, know it all boy!
Tire slip is pretty substantial
Here is some slow mo
http://www.youtube.com/watch?v=XttOe4rerLo
Last edited by mark kibort; 04-06-2011 at 11:25 PM.
04-06-2011, 11:02 PM
#113
Rennlist Member
Thread Starter
Really?? wrong again? Hmmm,I thought I read that most modern dragsters use torque converters. But, you seem to know what you are talking about, so....
Dont slip tires much?? 2:1 isnt a lot??
check out the slo mo video.
Dont slip tires much?? 2:1 isnt a lot??
check out the slo mo video.
04-07-2011, 09:49 AM
#114
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I think the last top fuel dragster that used a slider clutch ran in the early '80s. Pro Stock CARS still shift, but we are talking about DRAGSTERS.
Now if you are going to claim you where talking about Comp, Super Comp, or something like that, it's different, but as you know, most people don't refer to those as dragsters.
04-07-2011, 01:02 PM
#115
Rennlist Member
Thread Starter
Well, there is the most common problem of the internet discussion. terminology! yes, I was talking about automatic transmission, because that is how it relates to the CVT, or IVT. Dragster, pro-stock, .... they are all dragsters to me. IM not a drag guy, I just know they go real fast, burn a ton of gas and they alll talk about how much power they have!
So you want to talk about Pro Stock Cars or Dragsters? Pretty bid difference. 300" long vs. about 120". 8000 hp versus about 900 hp. 320 mph versus 200 mph.
I think the last top fuel dragster that used a slider clutch ran in the early '80s. Pro Stock CARS still shift, but we are talking about DRAGSTERS.
Now if you are going to claim you where talking about Comp, Super Comp, or something like that, it's different, but as you know, most people don't refer to those as dragsters.
I think the last top fuel dragster that used a slider clutch ran in the early '80s. Pro Stock CARS still shift, but we are talking about DRAGSTERS.
Now if you are going to claim you where talking about Comp, Super Comp, or something like that, it's different, but as you know, most people don't refer to those as dragsters.
04-07-2011, 01:33 PM
#116
Rennlist Member
Thread Starter
Scott,
You never answered the question!
Would you want a flat hp curve vs a flat torque curve, given that you couldnt increase the HP or had a limit on HP set by a series you were running in. (i.e. HP weight ratio, etc)
You never answered the question!
Would you want a flat hp curve vs a flat torque curve, given that you couldnt increase the HP or had a limit on HP set by a series you were running in. (i.e. HP weight ratio, etc)
04-07-2011, 01:54 PM
#117
Scott
04-07-2011, 02:06 PM
#118
Rennlist Member
Thread Starter
Why, because I disagree with you? Thats not true Scotty! You challenged me and pointed out some things that you said were "fantasy" I merly responded with some factual information.
Dont chicken out and run away, when you are the one that really came back with the rude response equivalent to, " you are wrong". If so, prove it.
First that striving for a flat HP curve is better than striving for a flat torque curve. I live this with my car, so it is reality. its a very flat HP cuve. IN actuality, most HP /torque curves look near the same. the V8s tend to have more of a mid range hump (more torque) and fall down from there. this is good though, as it boosts the mid range torque and mid range HP. after all, where we end up after a shift or off a turn, is what we care about. usually that is 70% of redline worst case.
Here are two curves that really speak well to the discussion.
A V10 viper vs a F-6 GT3RS . both have near the same shape curves, but the point of interest is that the Viper, even with its 150ft-lbs of additional torque, would put down near the same torque to the wheels at any point on the track. Also with a close ratio gear box, any diffeences would be reduced. Its the reason these cars can compete in ALMS, WC and other series racing.
also, here is also a dyno run of a GT3, but with a change in hp curve shapes. what is the effect of the change and what one would you want if you were using an engine like this in your race car?
Dont chicken out and run away, when you are the one that really came back with the rude response equivalent to, " you are wrong". If so, prove it.
First that striving for a flat HP curve is better than striving for a flat torque curve. I live this with my car, so it is reality. its a very flat HP cuve. IN actuality, most HP /torque curves look near the same. the V8s tend to have more of a mid range hump (more torque) and fall down from there. this is good though, as it boosts the mid range torque and mid range HP. after all, where we end up after a shift or off a turn, is what we care about. usually that is 70% of redline worst case.
Here are two curves that really speak well to the discussion.
A V10 viper vs a F-6 GT3RS . both have near the same shape curves, but the point of interest is that the Viper, even with its 150ft-lbs of additional torque, would put down near the same torque to the wheels at any point on the track. Also with a close ratio gear box, any diffeences would be reduced. Its the reason these cars can compete in ALMS, WC and other series racing.
also, here is also a dyno run of a GT3, but with a change in hp curve shapes. what is the effect of the change and what one would you want if you were using an engine like this in your race car?
04-07-2011, 03:00 PM
#119
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Well, there is the most common problem of the internet discussion. terminology! yes, I was talking about automatic transmission, because that is how it relates to the CVT, or IVT. Dragster, pro-stock, .... they are all dragsters to me. IM not a drag guy, I just know they go real fast, burn a ton of gas and they alll talk about how much power they have!
04-07-2011, 03:31 PM
#120
Why, because I disagree with you? Thats not true Scotty! You challenged me and pointed out some things that you said were "fantasy" I merly responded with some factual information.
Dont chicken out and run away, when you are the one that really came back with the rude response equivalent to, " you are wrong". If so, prove it.
First that striving for a flat HP curve is better than striving for a flat torque curve. I live this with my car, so it is reality. its a very flat HP cuve. IN actuality, most HP /torque curves look near the same. the V8s tend to have more of a mid range hump (more torque) and fall down from there. this is good though, as it boosts the mid range torque and mid range HP. after all, where we end up after a shift or off a turn, is what we care about. usually that is 70% of redline worst case.
Here are two curves that really speak well to the discussion.
A V10 viper vs a F-6 GT3RS . both have near the same shape curves, but the point of interest is that the Viper, even with its 150ft-lbs of additional torque, would put down near the same torque to the wheels at any point on the track. Also with a close ratio gear box, any diffeences would be reduced. Its the reason these cars can compete in ALMS, WC and other series racing.
also, here is also a dyno run of a GT3, but with a change in hp curve shapes. what is the effect of the change and what one would you want if you were using an engine like this in your race car?
Dont chicken out and run away, when you are the one that really came back with the rude response equivalent to, " you are wrong". If so, prove it.
First that striving for a flat HP curve is better than striving for a flat torque curve. I live this with my car, so it is reality. its a very flat HP cuve. IN actuality, most HP /torque curves look near the same. the V8s tend to have more of a mid range hump (more torque) and fall down from there. this is good though, as it boosts the mid range torque and mid range HP. after all, where we end up after a shift or off a turn, is what we care about. usually that is 70% of redline worst case.
Here are two curves that really speak well to the discussion.
A V10 viper vs a F-6 GT3RS . both have near the same shape curves, but the point of interest is that the Viper, even with its 150ft-lbs of additional torque, would put down near the same torque to the wheels at any point on the track. Also with a close ratio gear box, any diffeences would be reduced. Its the reason these cars can compete in ALMS, WC and other series racing.
also, here is also a dyno run of a GT3, but with a change in hp curve shapes. what is the effect of the change and what one would you want if you were using an engine like this in your race car?
That is priceless!!
Last edited by LoanWolf; 04-07-2011 at 03:55 PM.