Really enjoyed your video. Being creative and the threat of making the established chassis builders realize they are building what will be out dated technology muffles creativity. Similar things happened to me. I seen the leaf springs suspension going away due to design change and technology changes in the related components. Being the top leaf spring manufacture at that time (Landrum Springs), I didn't complain, I just adjusted and designed at that time a superior coil spring (The Godl Series). Providing data sheets which no coil spring supplier did at that time. We were 15 years ahead of the field. So I designed a spring that was superb to the pint NASCAR banned several versions of it. Sold the company 19 years ago. Keep striving! Enjoyed you video which showed your tenacity and never give up attitude.
@xTinBenderXАй бұрын
Nice to see other people that got race rules permanently changed for doing things better than other racers!
@jarridhelms1568Ай бұрын
cherokee is my hometrack
@Thumper68Ай бұрын
You could of kept radiator on the side just adding a second one in the shape of a cpu air cooler stacked with fans in between radiators.
@atheplummerАй бұрын
Interesting... Maybe put a star knob, with a fixed adjuster, so you could adjust throttle position on the fly... Kinda like a brake bias adjuster.
@ShaunHensleyАй бұрын
Tech 17:28
@DonziGT230Ай бұрын
A potential free lunch on the fan; run a small one off the engine and an electric or hydraulic secondary fan that comes on when you lift from full throttle. The fan's drag will aid in slowing the car while never robbing any power when you're on the throttle.
@America_Countryhumans1Ай бұрын
Damn climax at the bigging
@somethinburninАй бұрын
I've watched this twice before when it came out. It popped up in my suggestions this morning. Damn right I watched again!! I hate rule book making phalluses. Gray Area IS the game.
@ronosga4391Ай бұрын
I have an idea that has been in my head for a long time, to use a straight axle in a road rally hill climb car. I am thinking of using hydraulic cylinders to transfer body roll, simply by connecting the cylinders in an x so as one side raises it pushes the opposite tire down. The more I think about it I am curious if it would work or just push the tire in the corner. Since you have to steer in both directions it would have to work equally well both ways. Then if it was too fast to react a simple flow restrictor could tame it down, I just haven't ran into anyone with enough experience to see if my idea is too far out there or if it would be a feasible idea to invest the time into, you sound like the person who could give some valuable insight into the idea. Congratulations on building a car that the rules had to be changed.
@chuckschillingvideosАй бұрын
You need to aggrandize yourself and your enormous accomplishments a little more. You are clearly an automotive pioneer - in the class of Henry Ford and Ettore Bugatti and Enzo Ferrari.
@ManMountainMetalsАй бұрын
Yeah, no.
@nathanwrobel5534Ай бұрын
Great video and story, subscribed!
@joemoore7637Ай бұрын
Loved every minute of this fine schooling. U have a Great Mind Austin. Keep that Mind Working n Moving to The Front. That was Awesome Driving And Engineering you did. It was all worth it i bet to get out there n Smoke The Smokester Chris Madden. Great Job Austin.❤
@CyberChristАй бұрын
I don't really understand the problem with the hydraulic steering, as long as there are no leaks and it's been centered to begin with, since front wheels usually can be made to be self-righting, can't they ? As long as both sides have proper stops, I don't know why there would be a problem. What am I missing?
@keithtobin5369Ай бұрын
Love your channel
@mrricky3816Ай бұрын
Thanks!
@wheelstandrАй бұрын
Tenacity and innovation. This was a great video with an unfortunate ending. I love what you were able to achieve with that car. You were destined to be a star in the sport. Maybe you will be? I can only imagine big names and lots of crying got those two pages added to the rules.
@joegrabowski6011Ай бұрын
New to the channel, and I am sure I will learn something about stock car racing that is important and have a good time learning ! Great content keep it up!!!
@user-qo3yj1vk6vАй бұрын
Do the same single axle in a modified instead
@scottkernan9007Ай бұрын
This guy asks great questions
@ronmartin7253Ай бұрын
so if i go watch the races, im paying to watch the oldtimers in their antiquated tech jalopies because their patriarchy strong arm tactics keep innovation out. no wonder the stands are empty and the sport is dying. alas, that generation is dying off and if we can survive long enough, we will see more of these less beerbellyreednicky drivers as a new generation of cars AND attitudes enters the sport! #NOTyeehaw
@bradallen936Ай бұрын
We had a 97 mastersbilt leaf car that we put 4 bar set up in leaf brackets had 15’ rods on bottom 18’ on top with shock in front best race car we ever had Dewayne Hughes drove it skip knows this car led every lap of 100 lap hava tampa at north ga broke some teeth on gear and freddy smith got by us wound up being a major mistake selling it to Lamar Scoggins should have kept it.
@radamus210Ай бұрын
We have a local dirt track and I went to the races a lot but then life happens and didn't go for many years. Then I went once in the early 2000's and holy hell! What a difference! Left rear tire moving forward, jacking the car on corner entry like nothing I'd ever seen before. I had to go find a buddy that's raced there forever and I was like what in the hell man?? And he explained the changed rear setup and told me "Yeah it's been this way a while! you have to run it, everyone does, it's faster and better traction. Not sure I'll ever get used to that corner transition when it goes crazy wonky, but damn, they can drive em!
@raymondguzman1907Ай бұрын
Really cool man
@keithtobin5369Ай бұрын
I'm so glad I found this video. Immediately subscribed. I love the detailed explanations of the geometry. Thanks a million for all this.
@willrobb9520Ай бұрын
I really appreciate what you put together here. One thing to point out with your bar swap myth bust: you can't change the instant center that wildly and expect the car to react the same way. While the axle housing action with respect to the shock is the same, the housing reaction to pushing the car forward will be completely different. You would be better off using the same moment and bracket ratios to look at the difference in shock valving required by the new position since it can have more control than the spring.
@AKracecarsАй бұрын
“The housing reaction to pushing the car forward will be completely different” ….will it be? Rear steer and axle thrust are coupled. If the axle path through its range of travel is the same, the thrust/IC and its migration will be the same. And since since our cars ride around on a limit strap the whole lap anyways, nothing really matters on the Lr suspension all that much. Lol
@willrobb9520Ай бұрын
@@AKracecars the limit strap is the only part that matters in that. The instant center is different because of the bar position, but if it's at the limit the whole time than even the shock/spring position become irrelevant. The bar position sets forward bite on that side of the car, which in this case also controls when and how aggressive the rear steer will be. Short and high (front of the bars close and high) gives a very short pivot that's easy to drive under. Bars separating at the front gives an infinite length that might even have a static fixed position under load. Dirt cars are extreme but the principals are still at work.
@AKracecarsАй бұрын
@@willrobb9520 love the technical discussion, but I’m gonna push you a little on this one. Let’s say you have perfectly equal length and parallel 4 link bars, oriented generally like in the video (up hill to front on a decoupled bearing suspension mount on the rearend tube) Technically there would be no instant center because the extended dashed lines running through the links never converge. Now let’s say you move both front mounts closer together by .1inch. Now the “instant center” would be 1 mile up and forward of the car. Now let’s take the front mounts and separate them by .1inch (from parallel). Now the instant center would be a mile behind the car somewhere under ground. Despite these changes having extremely negligible effects on the motion ratio and the axle path through its range of travel, you’re saying these 3 set ups would handle wildly differently?
@willrobb9520Ай бұрын
No, I'm not saying they would be wildly different. This case is extreme and you're aware of that. I was pointing out what looked to be an inch for inch swap in the bars. The angle of your original position versus the next setup, where the original looks like an approximate 40 inch center. Yes, that have more anti squat than the diverging bars which as you point out have no center. With respect to how it would handle in the case of your 1 mile centers, no there wouldn't be a static change. In the case of going from a 40 inch IC to an infinite center there should be a big difference unless the physics are so poor in left field that it doesn't. I'm not ruling that out since the chassis already attempts to lift the left rear as the axle tries to drive under the car during the drive through the turn. In other words, the whole transition is different from something symmetrical with a four link. But you knew that. I'd like to see you plug in the forces in the motion study to replicate the housing pushing the car.
@schoonymoparАй бұрын
I ran the spring shock behind 4bar on the lr and a swingarm on the rr with a long top bar at a short track here in IL. One night the lr topped out hard and broke the shock eyelet allowing the spring to fall out I ran ten laps with no lr shock/spring due to never really being out of the gas it didn't hurt performance that much but as soon as I got clear out of the gas for a caution flag the lr dropped and the race was over for us.
@kensutherland414Ай бұрын
That’s interesting mate. Any info on pinion angle on these set ups? Seems you need to land the front, point and accelerate and the more you do the less and longer your steering will be at your control. Not sure just wondering. Regards Ken
@DustinscustomsАй бұрын
do you wanna come to Florida and set my car up? /fishing
@chrisedgemon4943Ай бұрын
he ran the atomic weekly with scott bloomquist, Ronnie Johnson, Billy ogle jr, Jimmy Owen's,Chris madden, randy weaver he had very tough competition just at the atomic speedway
@chrisedgemon4943Ай бұрын
skip arp from Georgetown Tennessee about 45mins from where I'm from I watched him at the atomic speedway and Cleveland speedway all my life
@RSVTuonoАй бұрын
Regarding discussion of motion ratio from 18:15 to 19:00, you missed it! When you move the spring inboard to D/2, now you need TWICE the reaction force in the spring to react the moment from 200 lb. load out at the end of the arm. So now the force in the spring is not 200 lb., but 400 lb*. So deflection *at the spring* has to be 2". But 200 lb. Tyree is way out at the end of the arm and sees *twice* that deflection, the end of the lever moves 4", not 2"! The *wheel rate* in the 1st case is the same as the spring rate, 200 lb/in. With the spring moved to D/2, the new *wheel rate* is NOT 1/2 the original, it is only 1/4! The WHEEL RATE is equal to the SPRING RATE multiplied by the MOTION RATIO *SQUARED*. With the spring out at the end, motion ratio = 1, and the wheel rate = spring rate = 200 lb/in. With the spring at D/2, the motion ratio = 0.5, and the new wheel rate is spring rate 200 lb/in multiplied by (0.50)^2, or 200 lb/in * 0.25 = 50 lb/in. That's the big thing that gets missed, the relationship between spring rate and wheel rate is not linear with motion ratio. Wheel rate varies with motion ratio *SQUARED*!
@AKracecarsАй бұрын
You are 100% correct. Damn it now I need to make a new video. Or delete your comment and hope no one else realizes my dumb mistake.. 🤣
@RSVTuonoАй бұрын
@@AKracecars Great video though, *very* interesting suspension geometry... I'm a tarmac/road course guy, but for sure the dirt-track competitors have to know a *ton* more about how suspension works to get power down to both rear wheels despite wildly asymmetric loading! Fun...
@AKracecarsАй бұрын
@@RSVTuono if you only knew my friend. I think we have accidentally created the most complex suspension system in the history of racing vehicles
@jeffhill3681Ай бұрын
Big thing I remember going to the LR spring behind/ double shock is slower corner center, but more traction out, longer straight acceleration. Bad for us under motored guys who depended on momentum for keeping the RPM's up. Everyone now was deeper in the corner, turning the car harder, up on the bars and hard on the throttle on lesser track. We had to go to it because cars could pass us going in but we had to stop to prevent hitting them in the center of the corner, killing our corner speed. We could qualify as fast, but not race with them. And remember sitting in the garage staring at the 4 link for hours trying to visualize how everything reacted to travel and axle rotation, axis rotation, location, angles and locked, unlocked brake and shock mounts. Add spring, shock rates, lead, torque arm position, 5th coil rate ,angles and position of each component without a computer !! And then compare it to other suspensions like Rayburn swing arm we also used in that time period.
@wobblysauceАй бұрын
The thing is ask most that are fast, they are unsure why it is faster but it works.
@Jasonjw82Ай бұрын
Skip is a good un. One of the shows I remember him winning was a UDTRA event at Atomic in 2002. He started in the 18th position. There were a lot of good ones from the east Tn area he raced with. Scott Bloomquist , Ronnie Johnson, Scott Sexton, H.E. Vineyard, Freddy Smith, Duayne Hommel, Billy Ogle.... etc. Those are just a few that came to my mind.
@chrisedgemon4943Ай бұрын
I swear the beat came outta the atomic I remember when jimmy Owen's and Chris madden started there now there big time in Lucas an world of outlaws I remember bloomquist pulling in the atomic with the first tractor trailer rig I ever seen I always wanted billy ogle jr to make it
@budd1814Ай бұрын
POQ happens to us all. turn right,, go left.. Thanks for a great video
@CDeese39Ай бұрын
In your example about the arm, moving the spring inward and still maintaining 1 inch per 100Lbs. That is not accounting for spring deflection right? in theory the further in the spring goes the more load you see on the tire because with the arm it takes more force to make it move?
@kennybaker1026Ай бұрын
Skip Arp is one of the best ever. He won in every car he got in.
@CPRACER8Ай бұрын
Great video… I’m not sure how much it has to do with the spring in the early days every was way way off the spring at full droop. You can see arps spring is off the cup in the 20:44 clip. I follow you in what’s currently going on though.
@AKracecarsАй бұрын
It was *less* off the spring after moving it to the back.. the point you are making is why we run 50# springs now 🤣
@CPRACER8Ай бұрын
@@AKracecars not really, they more sat and drove off the Lr most of the shock in front days as in this video. kzread.info/dash/bejne/fqycxcWTdM6nYZM.htmlfeature=shared If you saw a car with any real movement pre shock behind it was because the lr front shock and spring was on a clamp bracket… those cars were wild….
@hankdarrochАй бұрын
i love folks tinkering. your front end video was amazing. my kinda stuff. my line of work deals with a lot lof inkages so the throttle pedal idea is right up my alley. thanks keep up the good work
@user-dy3dj9nm7sАй бұрын
Great video. I'd love to collaborate with you on a build, that wouldn't be a 4-link, but would have way more bite that has ever been seen. I've been doing it for years. Y'all take care.
@KillyJoeАй бұрын
Idk just normal I guess.
@ronfleenorАй бұрын
Pretty funny where he got that idea
@ANotSoHotRodGarageАй бұрын
The spring behind helps it get on the bars quicker, when fully extended the left rear spring does not much of anything. Clamp cars have instant traction but the amount of time you have to wait to get back in the gas is what kills it. But what else helps is the soft right front and the amount of rear stear gained.
@georgedreisch2662Ай бұрын
I tend to think the affect of the altered motion ratio, had more beneficial results, as related to the shock, then the spring rates. Funny that Skip related it to drag racing, as shock tuning is key, in getting a car to hook up, and the left rear naturally would be the more problematic wheel to get to hookup on a dirt car.
@josefodungaАй бұрын
Que raro que antes era muy fácil arreglar todo pero ahora nos dimos cuenta de que el cambio es aún más inútil.
@nejimakanaАй бұрын
a lot of golden nuggets in this one! great video!
@Bigcountry_littlelegsАй бұрын
Great video, was great watching
@alvinselvidge5310Ай бұрын
I Was at the track the first night. Skip got in a car. I'm old... He was Good. From the Start. One of The Best in my book. As the Family... Down to Earth Folks...
@matthewsmith988Ай бұрын
Love the history of the cars. Great interview.
@justinolson9208Ай бұрын
It would be really cool to hear you interview Bloomquist. Maybe talk about transitioning from leaf springs to 4 link rear suspension
@davidfrancis3400Ай бұрын
Less spring unloading with it mounted behind? Seeing as the LR is in the rebound/extended state most the time.
Пікірлер
Really enjoyed your video. Being creative and the threat of making the established chassis builders realize they are building what will be out dated technology muffles creativity. Similar things happened to me. I seen the leaf springs suspension going away due to design change and technology changes in the related components. Being the top leaf spring manufacture at that time (Landrum Springs), I didn't complain, I just adjusted and designed at that time a superior coil spring (The Godl Series). Providing data sheets which no coil spring supplier did at that time. We were 15 years ahead of the field. So I designed a spring that was superb to the pint NASCAR banned several versions of it. Sold the company 19 years ago. Keep striving! Enjoyed you video which showed your tenacity and never give up attitude.
Nice to see other people that got race rules permanently changed for doing things better than other racers!
cherokee is my hometrack
You could of kept radiator on the side just adding a second one in the shape of a cpu air cooler stacked with fans in between radiators.
Interesting... Maybe put a star knob, with a fixed adjuster, so you could adjust throttle position on the fly... Kinda like a brake bias adjuster.
Tech 17:28
A potential free lunch on the fan; run a small one off the engine and an electric or hydraulic secondary fan that comes on when you lift from full throttle. The fan's drag will aid in slowing the car while never robbing any power when you're on the throttle.
Damn climax at the bigging
I've watched this twice before when it came out. It popped up in my suggestions this morning. Damn right I watched again!! I hate rule book making phalluses. Gray Area IS the game.
I have an idea that has been in my head for a long time, to use a straight axle in a road rally hill climb car. I am thinking of using hydraulic cylinders to transfer body roll, simply by connecting the cylinders in an x so as one side raises it pushes the opposite tire down. The more I think about it I am curious if it would work or just push the tire in the corner. Since you have to steer in both directions it would have to work equally well both ways. Then if it was too fast to react a simple flow restrictor could tame it down, I just haven't ran into anyone with enough experience to see if my idea is too far out there or if it would be a feasible idea to invest the time into, you sound like the person who could give some valuable insight into the idea. Congratulations on building a car that the rules had to be changed.
You need to aggrandize yourself and your enormous accomplishments a little more. You are clearly an automotive pioneer - in the class of Henry Ford and Ettore Bugatti and Enzo Ferrari.
Yeah, no.
Great video and story, subscribed!
Loved every minute of this fine schooling. U have a Great Mind Austin. Keep that Mind Working n Moving to The Front. That was Awesome Driving And Engineering you did. It was all worth it i bet to get out there n Smoke The Smokester Chris Madden. Great Job Austin.❤
I don't really understand the problem with the hydraulic steering, as long as there are no leaks and it's been centered to begin with, since front wheels usually can be made to be self-righting, can't they ? As long as both sides have proper stops, I don't know why there would be a problem. What am I missing?
Love your channel
Thanks!
Tenacity and innovation. This was a great video with an unfortunate ending. I love what you were able to achieve with that car. You were destined to be a star in the sport. Maybe you will be? I can only imagine big names and lots of crying got those two pages added to the rules.
New to the channel, and I am sure I will learn something about stock car racing that is important and have a good time learning ! Great content keep it up!!!
Do the same single axle in a modified instead
This guy asks great questions
so if i go watch the races, im paying to watch the oldtimers in their antiquated tech jalopies because their patriarchy strong arm tactics keep innovation out. no wonder the stands are empty and the sport is dying. alas, that generation is dying off and if we can survive long enough, we will see more of these less beerbellyreednicky drivers as a new generation of cars AND attitudes enters the sport! #NOTyeehaw
We had a 97 mastersbilt leaf car that we put 4 bar set up in leaf brackets had 15’ rods on bottom 18’ on top with shock in front best race car we ever had Dewayne Hughes drove it skip knows this car led every lap of 100 lap hava tampa at north ga broke some teeth on gear and freddy smith got by us wound up being a major mistake selling it to Lamar Scoggins should have kept it.
We have a local dirt track and I went to the races a lot but then life happens and didn't go for many years. Then I went once in the early 2000's and holy hell! What a difference! Left rear tire moving forward, jacking the car on corner entry like nothing I'd ever seen before. I had to go find a buddy that's raced there forever and I was like what in the hell man?? And he explained the changed rear setup and told me "Yeah it's been this way a while! you have to run it, everyone does, it's faster and better traction. Not sure I'll ever get used to that corner transition when it goes crazy wonky, but damn, they can drive em!
Really cool man
I'm so glad I found this video. Immediately subscribed. I love the detailed explanations of the geometry. Thanks a million for all this.
I really appreciate what you put together here. One thing to point out with your bar swap myth bust: you can't change the instant center that wildly and expect the car to react the same way. While the axle housing action with respect to the shock is the same, the housing reaction to pushing the car forward will be completely different. You would be better off using the same moment and bracket ratios to look at the difference in shock valving required by the new position since it can have more control than the spring.
“The housing reaction to pushing the car forward will be completely different” ….will it be? Rear steer and axle thrust are coupled. If the axle path through its range of travel is the same, the thrust/IC and its migration will be the same. And since since our cars ride around on a limit strap the whole lap anyways, nothing really matters on the Lr suspension all that much. Lol
@@AKracecars the limit strap is the only part that matters in that. The instant center is different because of the bar position, but if it's at the limit the whole time than even the shock/spring position become irrelevant. The bar position sets forward bite on that side of the car, which in this case also controls when and how aggressive the rear steer will be. Short and high (front of the bars close and high) gives a very short pivot that's easy to drive under. Bars separating at the front gives an infinite length that might even have a static fixed position under load. Dirt cars are extreme but the principals are still at work.
@@willrobb9520 love the technical discussion, but I’m gonna push you a little on this one. Let’s say you have perfectly equal length and parallel 4 link bars, oriented generally like in the video (up hill to front on a decoupled bearing suspension mount on the rearend tube) Technically there would be no instant center because the extended dashed lines running through the links never converge. Now let’s say you move both front mounts closer together by .1inch. Now the “instant center” would be 1 mile up and forward of the car. Now let’s take the front mounts and separate them by .1inch (from parallel). Now the instant center would be a mile behind the car somewhere under ground. Despite these changes having extremely negligible effects on the motion ratio and the axle path through its range of travel, you’re saying these 3 set ups would handle wildly differently?
No, I'm not saying they would be wildly different. This case is extreme and you're aware of that. I was pointing out what looked to be an inch for inch swap in the bars. The angle of your original position versus the next setup, where the original looks like an approximate 40 inch center. Yes, that have more anti squat than the diverging bars which as you point out have no center. With respect to how it would handle in the case of your 1 mile centers, no there wouldn't be a static change. In the case of going from a 40 inch IC to an infinite center there should be a big difference unless the physics are so poor in left field that it doesn't. I'm not ruling that out since the chassis already attempts to lift the left rear as the axle tries to drive under the car during the drive through the turn. In other words, the whole transition is different from something symmetrical with a four link. But you knew that. I'd like to see you plug in the forces in the motion study to replicate the housing pushing the car.
I ran the spring shock behind 4bar on the lr and a swingarm on the rr with a long top bar at a short track here in IL. One night the lr topped out hard and broke the shock eyelet allowing the spring to fall out I ran ten laps with no lr shock/spring due to never really being out of the gas it didn't hurt performance that much but as soon as I got clear out of the gas for a caution flag the lr dropped and the race was over for us.
That’s interesting mate. Any info on pinion angle on these set ups? Seems you need to land the front, point and accelerate and the more you do the less and longer your steering will be at your control. Not sure just wondering. Regards Ken
do you wanna come to Florida and set my car up? /fishing
he ran the atomic weekly with scott bloomquist, Ronnie Johnson, Billy ogle jr, Jimmy Owen's,Chris madden, randy weaver he had very tough competition just at the atomic speedway
skip arp from Georgetown Tennessee about 45mins from where I'm from I watched him at the atomic speedway and Cleveland speedway all my life
Regarding discussion of motion ratio from 18:15 to 19:00, you missed it! When you move the spring inboard to D/2, now you need TWICE the reaction force in the spring to react the moment from 200 lb. load out at the end of the arm. So now the force in the spring is not 200 lb., but 400 lb*. So deflection *at the spring* has to be 2". But 200 lb. Tyree is way out at the end of the arm and sees *twice* that deflection, the end of the lever moves 4", not 2"! The *wheel rate* in the 1st case is the same as the spring rate, 200 lb/in. With the spring moved to D/2, the new *wheel rate* is NOT 1/2 the original, it is only 1/4! The WHEEL RATE is equal to the SPRING RATE multiplied by the MOTION RATIO *SQUARED*. With the spring out at the end, motion ratio = 1, and the wheel rate = spring rate = 200 lb/in. With the spring at D/2, the motion ratio = 0.5, and the new wheel rate is spring rate 200 lb/in multiplied by (0.50)^2, or 200 lb/in * 0.25 = 50 lb/in. That's the big thing that gets missed, the relationship between spring rate and wheel rate is not linear with motion ratio. Wheel rate varies with motion ratio *SQUARED*!
You are 100% correct. Damn it now I need to make a new video. Or delete your comment and hope no one else realizes my dumb mistake.. 🤣
@@AKracecars Great video though, *very* interesting suspension geometry... I'm a tarmac/road course guy, but for sure the dirt-track competitors have to know a *ton* more about how suspension works to get power down to both rear wheels despite wildly asymmetric loading! Fun...
@@RSVTuono if you only knew my friend. I think we have accidentally created the most complex suspension system in the history of racing vehicles
Big thing I remember going to the LR spring behind/ double shock is slower corner center, but more traction out, longer straight acceleration. Bad for us under motored guys who depended on momentum for keeping the RPM's up. Everyone now was deeper in the corner, turning the car harder, up on the bars and hard on the throttle on lesser track. We had to go to it because cars could pass us going in but we had to stop to prevent hitting them in the center of the corner, killing our corner speed. We could qualify as fast, but not race with them. And remember sitting in the garage staring at the 4 link for hours trying to visualize how everything reacted to travel and axle rotation, axis rotation, location, angles and locked, unlocked brake and shock mounts. Add spring, shock rates, lead, torque arm position, 5th coil rate ,angles and position of each component without a computer !! And then compare it to other suspensions like Rayburn swing arm we also used in that time period.
The thing is ask most that are fast, they are unsure why it is faster but it works.
Skip is a good un. One of the shows I remember him winning was a UDTRA event at Atomic in 2002. He started in the 18th position. There were a lot of good ones from the east Tn area he raced with. Scott Bloomquist , Ronnie Johnson, Scott Sexton, H.E. Vineyard, Freddy Smith, Duayne Hommel, Billy Ogle.... etc. Those are just a few that came to my mind.
I swear the beat came outta the atomic I remember when jimmy Owen's and Chris madden started there now there big time in Lucas an world of outlaws I remember bloomquist pulling in the atomic with the first tractor trailer rig I ever seen I always wanted billy ogle jr to make it
POQ happens to us all. turn right,, go left.. Thanks for a great video
In your example about the arm, moving the spring inward and still maintaining 1 inch per 100Lbs. That is not accounting for spring deflection right? in theory the further in the spring goes the more load you see on the tire because with the arm it takes more force to make it move?
Skip Arp is one of the best ever. He won in every car he got in.
Great video… I’m not sure how much it has to do with the spring in the early days every was way way off the spring at full droop. You can see arps spring is off the cup in the 20:44 clip. I follow you in what’s currently going on though.
It was *less* off the spring after moving it to the back.. the point you are making is why we run 50# springs now 🤣
@@AKracecars not really, they more sat and drove off the Lr most of the shock in front days as in this video. kzread.info/dash/bejne/fqycxcWTdM6nYZM.htmlfeature=shared If you saw a car with any real movement pre shock behind it was because the lr front shock and spring was on a clamp bracket… those cars were wild….
i love folks tinkering. your front end video was amazing. my kinda stuff. my line of work deals with a lot lof inkages so the throttle pedal idea is right up my alley. thanks keep up the good work
Great video. I'd love to collaborate with you on a build, that wouldn't be a 4-link, but would have way more bite that has ever been seen. I've been doing it for years. Y'all take care.
Idk just normal I guess.
Pretty funny where he got that idea
The spring behind helps it get on the bars quicker, when fully extended the left rear spring does not much of anything. Clamp cars have instant traction but the amount of time you have to wait to get back in the gas is what kills it. But what else helps is the soft right front and the amount of rear stear gained.
I tend to think the affect of the altered motion ratio, had more beneficial results, as related to the shock, then the spring rates. Funny that Skip related it to drag racing, as shock tuning is key, in getting a car to hook up, and the left rear naturally would be the more problematic wheel to get to hookup on a dirt car.
Que raro que antes era muy fácil arreglar todo pero ahora nos dimos cuenta de que el cambio es aún más inútil.
a lot of golden nuggets in this one! great video!
Great video, was great watching
I Was at the track the first night. Skip got in a car. I'm old... He was Good. From the Start. One of The Best in my book. As the Family... Down to Earth Folks...
Love the history of the cars. Great interview.
It would be really cool to hear you interview Bloomquist. Maybe talk about transitioning from leaf springs to 4 link rear suspension
Less spring unloading with it mounted behind? Seeing as the LR is in the rebound/extended state most the time.