Donnie Barnes wrote:
Keith Quistorff wrote:
I think the answer to this is clear. Chuck needs to rent a site for a couple days. Buy a bunch of suspension parts and tires and wheels. Then we invite Sam, me, Keith, Feinberg, Casto, and anyone else who has participated in this and we start testing. That's clearly the only way to know for sure.
--Donnie
Donnie, you forgot liquor, Chuck needs to bring liquor and beer. You simply can't have an good testing session without a lot of booze and tequilla shooters
I'm trying to remember which Carroll Smith book I read that in.
Yep, the 1 1/4 inch solid three-piece bar on the 2180 pound Spyder pretty much elimiated the wheelspin and made the car transition like a rocketship. The guys at Speedway Engineering asked how much my car weighed when when I ordered the big bar and were in disbelief when I told them. We used toe-out (on a mid-engine car) and lots of rear shock to counteract the push from the massive front bar, which seemed kind of crazy, but made sense to me. The car still lifted the inside front with the smaller 1 1/8 inch bar, but the extra bar size transformed that car into a missle when we hit the setup.
Although, when you go to such an extreme to compensate for a problem on a stock car, like the wheelspin on the Spyder, it creates other issues. In this case, the window of hitting the right setup was narrow and always moving.
Whether or not that was the best set up for the car, I don't know, but it was definitely the best Spyder in the country. You just never know what will work on a car for autox. The bottom line is thinking it out first, as you guys are doing, then doing some trial and error is the only way to really find out...sometimes crazy stuff works, as per my example above.
Eric
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(just checked this past weekend at Hubcap Heaven).
