quote:

Originally posted by Mike Rietow:
Curtis

So that's a 488 x 158 771 SLR

MarkeMark 140 x 440 616 SLR

quote:

Originally posted by Mike Rietow:
You don't need to change low gear to get away from the transmission overheating or in other words the converter being below stall where it multiply's torque on a scale from 1.8 to 2.4 depending on how it is set up, which in turn sheers the oil and gets the trans hot.

If you leave in low at say 4400 as it is now (1.80 low), and shift to high 3 tenths after transmission brake release, the converter will only be below stall for the time period to the shift 3 tenths of a second.

I thought you said you had me on ignore? and thus figured you didn't see this graph of how it works for an alternative approach, in order to save yourself $2000 dollars.

quote:

Originally posted by Mike Rietow:
Again, if you leave in low and shift to high 3 tenths after leaving, your transmission overheating problems will go away 1.80 low 4.88 gear.

quote:

Originally posted by Bucky:

quote:

Originally posted by Mike Rietow:
You won't see a radial on a dragster because a bias tire ability for traction, is its high energy losses which makes it try to form itself to the track surface when deformed. It's high energy losses makes for its higher rolling resistance for same reason, it's deformed more frequently at high or low frequency's.

The radial drag tire came about as a result of rubber technology for traction at low energy losses. So in other words it'll hook if you don't deform it or wind it up on the rim too much. The trick is to get the radial up on the tire. I do the suspension and shocks on a heads up 275 radial car for a no wheely bar class it runs in. We went one teen sixty foot in a handful of runs using a lower rear gear ratio than was thought possible and had the nitrous progressor to 100% four tenths after TB release. Which was also thought to be impossible at the time. This thing skipped the front tires 150 ft with the back of the car jacked up like a four wheel drive.

What’s the trick for not murdering the tire at the hit, but continuing to get rear separation down track?

quote:

https://youtu.be/nfY7C9iqOag



Bucky^^^^^

quote:

Originally posted by Bucky:

quote:

https://youtu.be/nfY7C9iqOag



Bucky^^^^^

That's about the wildest leave I have seen. I would have sworn the way it got up on the tire it was going into smoke.

quote:

Originally posted by Bucky:
Anyone seen the trend in some of the radial cars to use very large amounts of rear separation?

quote:

Originally posted by Bucky:
So what would be key to making a dragster work on a radial?

quote:

Originally posted by Bucky:
LOL That's one way!

quote:

Originally posted by Mike Rietow:

quote:

Originally posted by Bucky:
LOL That's one way!

Weight is the opposite of what is needed radial. That's why they run fast reacting suspension (high IC'S) to keep the shaft exiting the main body of the damper.

It's when the shaft changes direction and goes into the main body the tire gets under the car - too much weight knocking the tire out of round.

This is the fundamental problem for radials on dragsters, the tire is always trying to get under the car. Why people have a hard time doing a burnout without shake, with certain high energy loss bias slicks (Hoosiers).

When the shaft is exiting the main body of the damper, you're taking weight off the tire.

I built the trans for the car first to the 4.60's, second to the 4.50's and third to the 4.40's back when they had to have stock suspension & weigh 3350, for ten years. I told him he needed a shock with two ways on rebound & compression long before everyone started doing it.

quote:

Originally posted by Bucky:

quote:

Originally posted by Mike Rietow:

quote:

Originally posted by Bucky:
LOL That's one way!

Weight is the opposite of what is needed radial. That's why they run fast reacting suspension (high IC'S) to keep the shaft exiting the main body of the damper.

It's when the shaft changes direction and goes into the main body the tire gets under the car - too much weight knocking the tire out of round.

This is the fundamental problem for radials on dragsters, the tire is always trying to get under the car. Why people have a hard time doing a burnout without shake, with certain high energy loss bias slicks (Hoosiers).

When the shaft is exiting the main body of the damper, you're taking weight off the tire.

I built the trans for the car first to the 4.60's, second to the 4.50's and third to the 4.40's back when they had to have stock suspension & weigh 3350, for ten years. I told him he needed a shock with two ways on rebound & compression long before everyone started doing it.

When the shock is extending, or in other words the suspension is separating....more force is being applied downward on the tire. The car is being pushed up upon and axle is traveling toward the racing surface, adding force against the tire.
I don't know if this is what you are trying to say.