Some questions
Discussion
Would be interested to hear views on the best quality and value chains favoured by the racers out there.
I've found little difference between AFAM, Tsubaki etc. but have really never bothered to look for alternatives.
Also what number of links are recommended for a Prosport?
What are the views on spring rates (and suppliers) for a Prosport running dive planes and gurneys and a single plane rear wing?
Anyone know someone reliable (ideally in the South East) who can dyno existing springs?
Thanks in anticipation.
I've found little difference between AFAM, Tsubaki etc. but have really never bothered to look for alternatives.
Also what number of links are recommended for a Prosport?
What are the views on spring rates (and suppliers) for a Prosport running dive planes and gurneys and a single plane rear wing?
Anyone know someone reliable (ideally in the South East) who can dyno existing springs?
Thanks in anticipation.
Tsubaki or DID both worked well on my Prosport (but we eventually developed a twin chain drive to accommodate my somewhat butch starts).
I continue to use single DID/Tsubuki on my Force but have now toned done my starts and go faster!
The biggest problem I found with my Prosport was not the brand of chain as such (excluding Winfield of course) but chassis and "axle" flex which put transient loads on the chain that exceeded its yield point and resulted in asymmetric stretching and subsequent jumping.
Beefing up the rear end and improving "axle" location helped a lot but 2 chains cured it!
The Force has a carbon tail and is thus stiff beyond imagination and, despite a more powerful engine, operates quite happily on a single chain.
Spring rates?
Science or superstition?
Theory or empiricism?
If your choice is the former then you'll know to start with your desired suspension frequency, sprung weight, suspension leverage etc and do the maths to arrive at the correct answer.
If the latter, then assuming that you are running a splitter at the front rather than a diffuser FUT, that your rear wing is an ali Big R thing (of around 230mm chord) and your rear diffuser is of similar provenance, then you probably want to start around 350-550 lb/in. If you generate more downforce than that config then move up to 400-600 lb/in and develop from there.
I continue to use single DID/Tsubuki on my Force but have now toned done my starts and go faster!
The biggest problem I found with my Prosport was not the brand of chain as such (excluding Winfield of course) but chassis and "axle" flex which put transient loads on the chain that exceeded its yield point and resulted in asymmetric stretching and subsequent jumping.
Beefing up the rear end and improving "axle" location helped a lot but 2 chains cured it!
The Force has a carbon tail and is thus stiff beyond imagination and, despite a more powerful engine, operates quite happily on a single chain.
Spring rates?
Science or superstition?
Theory or empiricism?
If your choice is the former then you'll know to start with your desired suspension frequency, sprung weight, suspension leverage etc and do the maths to arrive at the correct answer.
If the latter, then assuming that you are running a splitter at the front rather than a diffuser FUT, that your rear wing is an ali Big R thing (of around 230mm chord) and your rear diffuser is of similar provenance, then you probably want to start around 350-550 lb/in. If you generate more downforce than that config then move up to 400-600 lb/in and develop from there.
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