If you're implementing this on a RWD drag car on drag radials(I don't have experience with AWD + drag radials; do your research!), you'll want to ignore the 10% wheelspin rule of thumb - drag radials do NOT like to slip, and they tend to respond with very violent tire shake that can break parts. So, while street tires work best with some slip and bias ply slicks like to be hit hard and launch well with quite a bit of tire slip off the line, drag radials are the complete opposite, you want to *dead hook* with them. Dead hooking tends to make the engine bog, so this is the fine line you're walking with drag radials: you need to dead hook off the line while still feeding in enough power to prevent the engine from bogging, but not so much that you create brutal tire shake in the first 100ft. With that said, there's always exceptions to every rule, and I have seen a small handful of combos that have made drag radials work with a bit of slip off the line. This is very uncommon though, these combos are pretty much anomalies. If you're going to explore getting a little slip out of a drag radial, then do so after you set your car up to dead hook first, and use that as your baseline. With that said, the tire companies have been developing much more forgiving drag radials lately. They still work best from a dead hook, but they're getting more forgiving when the tires break loose, less tire shake, less drivetrain shock loading. In fact, Hoosier's QTP Radials are pretty unique in that they're a true radial, but they respond very much like a bias ply slick. I haven't seen them race competitively much vs other drag radials, Mickey Thompson has really taken ownership of this market, so they may(or may not) be holding back a tenth or two of ET vs an MT ET Street R(MT's DOT radial race tires, in spite of the 'street' name) or MT Pro Bracket Radial, but they are an option for someone that wants a much more forgiving drag radial.

REALLY appreciate all of these webinar uploads! I've been planning to invest in some HPA courses as I've begun to play around with some standalone ECUs, and seeing content like this only solidifies that ...now, if only we could do something about this 'pandemic' thing, so I can get back to making money and actually buy into this stuff...

Such a wealth of information. You sir, really do the community such a service! Much love from northeast USA!

@hpa101

2 жыл бұрын

Much appreciated! Have a great day and glad you enjoyed this one 😎

I agree it is very hard to stay consistent. All about finding center.

This channel is god tier

@hpa101

2 жыл бұрын

Thanks Liam! We do it all for you and people like you mate! Appreciate the comment 🤘 - Taz.

Thanks this was great advice and answered many questions I had as I am building my system.

very helpful

Thanks 🙏

I love watching smart people share their knowledge, thank you sir 🙏🏼

Very interesting. Thanks. How much greater traction/acceleration can one achieve at optimal tire slip compared to no slip? Couldn't accelerometers be used to calculate vehicle speed when front wheel speed or GPS can't be used. In the case of the front wheels coming off the ground when referencing front wheel speed as mentioned in one question, I would assume that it would be useful to prevent wheelies.

I have a 2013 Hyundai Veloster with a tune it that has 2-step launch control at 3400 rpm. How can I adjust this down in HP Tuners s/w? Launching at 3400 rpm will just annihilate the tires. Looking for around 2800-3000.

28:55 did u mean advancing the timing? isnt retarding means delaying the ignition timing?

@hpa101

4 жыл бұрын

Andre states the timing has less retard, however, we are still retarded/pulling timing so it wouldn't be correct to say we were advancing it in this specific case, no. Hope you enjoyed the lesson :) - Taz.

Got into an argument with some people about launching and AWD. Would you guys say that AWD is harder on engines than FWD or RWD and why?

@byronboost

4 жыл бұрын

Levi Heizer its way harder you need more tq to launch an awd engine engine is cranking more to power to the flywheel to go, really stressful less stress fwd

@RyTrapp0

4 жыл бұрын

None of them are exceptionally 'hard' on engines, modern engines are very well engineered & robust. AWD is significantly harder on everything after the engine in the powertrain though. Now, it depends on how you're actually launching, you don't HAVE TO launch an AWD car banging off the limiter and dropping the clutch - but, needless to say, max effort AWD launches are harder on the drivetrain than a comparable 2WD launch. And this only gets magnified with more and more traction(larger/stickier tires) - while 2WD cars must have power fed into them at a very controlled rate(unless you have a manual drag car on bias ply drag slicks - bias plies love being hit hard, really benefit from a surprising amount of wheel spin on launch) to stay on the edge of the traction limits, AWD cars have to hit the drivetrain much harder to break the tires loose on launch so that the engine doesn't bog. This is what makes launching an AWD car so difficult, especially with more and more power, more and more traction.

@hpa101

4 жыл бұрын

The engine doesn't care, the driveline is what deals with the power. I believe in this interview JR touches on it: kzread.info/dash/bejne/iYB5kpWjdLHLh6g.html - Taz.

@LeviHeizer

4 жыл бұрын

My thought was having more inertia in the drivetrain and more places for shock loads (4 tires instead of 2) it could produce larger moment spikes on the crank from constructive resonances in the drivetrain when your traction is coming and going. Like if all four wheels are hopping and grabbing at different speeds these moments would resonate through the drivetrain. These moment spikes on the crank could either land a bearing or ring up through the connecting rod and piston. You can put more load on a motor with AWD in a more street oriented car, but my concern more involved spikes of load in situations like launching or shifting gears.