THSCC Forums

I agree, Karl makes a great point in sticking with the Spec setup. It will force you to practice with what you race.


-Kevin

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2003 Torch Red Corvette Z06 ST3/TT3 #01

Road Courses: Rock - VIR-F - VIR-N - VIR-S - VIR-P - VIR-G - RRR - CMP - Road Atlanta - CMS - NSS - NCCAR - Mid-Ohio - Watkins Glen
Drag Strips: Red River - Byron - Cordova - Route 66 - Raceway Park - zMAX

I agree 100% with Karl. Especially if you are planning on racing. Get used to what the car wants. During a race weekend, you don't have a lot of time to practice.

One other point, swapping any thing back and forth adds one more element for error. Ask me how that ruined this past weekend. What you want to strive for is having the car ready 10 days to 2 weeks prior to your race.

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Jim Pastorius
2008 Silverado VortecMax
1992 Camaro CMC#92
2002 BMW R1150R

2009 3rd Place CMC Mid-Atlantic Championship
2009 CMC Hyperfest Winner

points well made and considered.

So I will leave it as is for now.

So maybe on to the next topic of why I have trouble with 2nd to 3rd shifts after sharp right handers and what I can do to make it better.

shifts fine on left handers and straights. I have the hardest legal rear trans mount and motor mounts in the car already.

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Marty Howard
2011 NASA SE Factory Five Challenge Champion
Track Events Logistics Coordinator - TZC/THSCC
2007 Factory Five Challenge Car.
http://www.mh-motorsports.com

Some minor difference in driver position or angle/speed of shifter movement when you shift based on how you hold the shifter in right turns.

Some relative movement of trans shifter versus tunnel opening causing interference. Any "slop" in the engine/trans mounts that could allow interference? How stiff is the chassis where the engine/trans mount? Could it be twisting enough to cause shifter/bodywork interference?

Solid axle (right?) moving enough to transmit some sort of bind force through the u-joints into the trans.

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Dick Rasmussen

FS 50 2018 Mustang GT

Chassis is VERY stiff (two 8" main tube rails plus a full cage). I suspect slop in the motor mounts though. One thing I have noticed is the rear trans mount seems to untorque itself afer a weekend or two.

I don't think it's driver position since the seat is very stiff and there is a lot of support (kirkey Pro) and lots of beltage. But that is really hard to judge.

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Marty Howard
2011 NASA SE Factory Five Challenge Champion
Track Events Logistics Coordinator - TZC/THSCC
2007 Factory Five Challenge Car.
http://www.mh-motorsports.com

Though maybe too involved for just a "test", could you fab up some more solid mounts just to test the theory during a lapping day at least?

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Dustin Fredrickson
-- I'm a nobody --

The question I didn't ask is how close does the shifter get to any sheet metal or other structure before any theoretically possible movement? If there more clearance to everything than any conceivable movement could use up that isn't the problem. If it is close, use some putty, etc. and look for witness marks. I'm assuming the trans is a modern "shifter goes directly into the trans" rather than the older rube goldberg shifter linkage outside the trans.

Another question might be whether something is preventing full clutch disengagement in one direction versus the other.

Also, what does the trans mount bolt to (sheet metal versus strong tube)? I'm assuming the motor mounts are on the big frame rails. Could there be some "local" sheet metal distortion that then puts a torque on the trans housing resulting in a bind inside the trans or clutch or???

Is there any chance that since you are being pushed into the left rear area of the seat in a right turn that either your leg or your shifter arm is having to "stretch" to either get the clutch fully depressed or the shifter all the way to the far right of the shift pattern?

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Dick Rasmussen

FS 50 2018 Mustang GT