Here's a good one... - Page 5

Donnie Bowles · #41 07-28-2010, 02:12 PM

Quote:

Originally Posted by 96SOHC

Damn Donnie, now you've done it. Don't make his head any bigger! One things for certain...all the theory and calculation in the world cannot help you if you can't apply it.

I have a problem with "theories". They are the blood relatives to "opinions" and don't even live in the same town as "facts". But you do have to start somewhere.

Like Lava-Dodger said, it matters only to the point of application.

Getting the car to do the same thing every time is actually the easy part. Getting YOU, the weather, the track and your opponent (cutting decent, consistent lights and running close to their dial so you can judge the line) to repeat isn't so easy, throwing all kinds of variables into the mix...that's what makes this so much fun!!!

There were several factors at Joliet that affected reaction times, mine included.

To paraphrase Yogi Berra: Half this game is mental, the other 90% is environmental

zak97cobra · #42 07-28-2010, 05:35 PM

Quote:

Originally Posted by 96SOHC

It's pretty simple Zak...just take your average best reaction time (let's say it's a .528 light). Average human reaction time is .180. .528 minus .180 = .348. That means it takes your CAR that long to take up all the drive train and suspension slack, tire wrinkle, etc. This assumes you and your car are consistent. But studies have shown the average human reaction time to be .180 regardless.

The problem is my reaction times have been HORRIBLE if I shallow stage. I think everyone was aware that I was rolling into the beams in Joliet to get decent reaction times. My best reaction times while shallow staged are over 0.100. I know that I can cut decent reaction times with a stick while shallow staged, so I'm trying to figure out whether it's me or the car. I figured out how to calculate when my driveshaft has turned enough to move the car through the beams using my playback tach data. I need to make some educated assumptions about how much time chassis flex and tire flex take up and I should be able to come up with a realistic number.

96SOHC · #43 07-28-2010, 08:38 PM

Quote:

Originally Posted by zak97cobra

The problem is my reaction times have been HORRIBLE if I shallow stage. I think everyone was aware that I was rolling into the beams in Joliet to get decent reaction times. My best reaction times while shallow staged are over 0.100. I know that I can cut decent reaction times with a stick while shallow staged, so I'm trying to figure out whether it's me or the car. I figured out how to calculate when my driveshaft has turned enough to move the car through the beams using my playback tach data. I need to make some educated assumptions about how much time chassis flex and tire flex take up and I should be able to come up with a realistic number.

It's not you...it's the car. Highly unlikely your human reaction time has slowed. That won't happen till you get my age, lol. You are running a new combination that will take some work. Don't you have a new transmission part coming? Even when/if you get that, it will take some time. Even if you come up with a realistic number, what will you do with it?

Donnie Bowles · #44 07-29-2010, 08:20 AM

Quote:

Originally Posted by 96SOHC

It's not you...it's the car. Highly unlikely your human reaction time has slowed. That won't happen till you get my age, lol. You are running a new combination that will take some work. Don't you have a new transmission part coming? Even when/if you get that, it will take some time. Even if you come up with a realistic number, what will you do with it?

You need to test, test, test, Zak. Get it quick (on the starting line), then get it consistent. Suspension (front/rear, incl. tire size and psi)/2-step/diff & 1st gear ratio. I'd tell you more, but the last time I gave Jeff advice, he started cutting better lights than me.

Rollout is important, but the car needs to be adjustable beyond the point of compensating for any variance you'll see at the track.

96SOHC · #45 07-29-2010, 08:36 PM

Quote:

Originally Posted by Donnie Bowles

You need to test, test, test, Zak. Get it quick (on the starting line), then get it consistent. Suspension (front/rear, incl. tire size and psi)/2-step/diff & 1st gear ratio. I'd tell you more, but the last time I gave Jeff advice, he started cutting better lights than me.

Rollout is important, but the car needs to be adjustable beyond the point of compensating for any variance you'll see at the track.

Yeah? How about that great "No light" I cut against you at Joliet, lol. Damn transbrake!

Donnie Bowles · #46 07-29-2010, 10:11 PM

Quote:

Originally Posted by 96SOHC

Yeah? How about that great "No light" I cut against you at Joliet, lol. Damn transbrake!

Yeah, that sucked. I'd much rather race for it.

I didn't know whether I was coming or going in Joliet (watch it, Adam...). I was sitting in the lanes at the front of the NMCA OC line and they started stacking Mod Muscle in right next to me. I thought, "I'm screwed!" I run back to jump in the mod car and barely made it, for the second time in a row. I get there and you're lined up with Zak (I think)...and then the guy starts waving you off to wait for me. I didn't know what was going on. I didn't think I had the bye, but I had no idea who I was paired with. I hate that kind of confusion just before rolling out. I'm hoping the event schedule is a little more double-entry friendly in NC.