TV Deal

#81

Alan Jones wrote:

Quote:

'Acts' 'like' a spring, but 'is not' a spring.

Change the tire pressure and you change the total spring rate of that
corner of the car.

Quote:

Again, my response
to Jerry was not about changes that can only be made during
a pit stop. His question did not require that.

Except when on-the-fly, on race day, I do not believe shock
and spring adjustments should be made with tire pressures.
You can fine-tune the S&S in that way, but your air pressures
are best left to getting the best grip (bite) to tire heat (wear)
balance.

Changing the spring doesn't change bite?

Quote:

On 19 Dec 2005 19:02:26 -0800, mcook (AT) prodigy (DOT) net wrote:

Each tire in itself acts like a spring;

#82

On 19 Dec 2005 19:38:37 -0800, mcook (AT) prodigy (DOT) net wrote:

Quote:

Alan Jones wrote:
'Acts' 'like' a spring, but 'is not' a spring.

Change the tire pressure and you change the total spring rate of that
corner of the car.

I don't know how 'total' it is. I think the affect is slight; a
fine-tuning type of adjustment.

Quote:

Again, my response
to Jerry was not about changes that can only be made during
a pit stop. His question did not require that.

Except when on-the-fly, on race day, I do not believe shock
and spring adjustments should be made with tire pressures.
You can fine-tune the S&S in that way, but your air pressures
are best left to getting the best grip (bite) to tire heat (wear)
balance.

Changing the spring doesn't change bite?

Of course it does, but we're talking about two very different
areas. Understand the relationship between them, but don't
use one as an absolute to effect the other. They're not exactly
interchangeable.

According to your preference, start with one area and build
upon or expand that into the other related areas. I think you
first get your S&S right, and then adjust the tire pressures
according to grip and heat, while keeping in mind what that
will do to the original S&S settings. It's 'chicken-or-the-egg'
and why crew chief's are so important; paid so much.

#83

"Alan Jones" <alan (AT) alanjones (DOT) us> wrote

Quote:

In that case, I'm in error. I guess saying 'rate' is not technically
accurate. I meant the amount of work the spring/shock must do;
the rate of 'travel'; as in how far and 'often' it must move/react.

Nothing that you do not plagiarize is accurate, either technically or

journalistically. I just love it when you get onto a topic that you know
nothing about, make a bold, incorrect statement, and then expand the thread
trying to justify it. How many more folks will you kill file when they call
you on your ignorance?

Oh, the shock will "travel" the same amount, regardless of the spring rate.
The shock just dampens the action. Your meaning has no relevance in
reality.

Carey in Manvel

#84

"John McCoy" <igopogo (AT) ix (DOT) netcom.com> wrote

Quote:

So what you're saying is that the tire acts like a spring, and
transfers the "shock" to the rest of the suspension. And a
more inflated tire acts like a stiffer spring.

Interesting. Yesterday you were denying the tire acts like
a spring.

But he was saying that it acts as a shock absorber. Doesn't make sense at

all.

Carey in Manvel

#85

Alan Jones <alan (AT) alanjones (DOT) us> wrote in
news:lsheq1lq2arcgr7r0sdmrd0gt6d6mdunth (AT) 4ax (DOT) com:

Quote:

A tire acts like a tire. A tire absorbs shock. A spring acts like
a spring. A spring is 'specifically designed' for the 'exact'
purpose of absorbing shock. A tire is not a spring.

Wow. I can't wait to find out what it is that shock absorbers
absorb.

John

#86

Alan Jones <alan (AT) alanjones (DOT) us> wrote in
news:4sveq158i9gt67ugvajrcr3e4i76uo4r5h (AT) 4ax (DOT) com:

Quote:

On 19 Dec 2005 19:38:37 -0800, mcook (AT) prodigy (DOT) net wrote:

Changing the spring doesn't change bite?

Of course it does, but we're talking about two very different
areas. Understand the relationship between them, but don't
use one as an absolute to effect the other. They're not exactly
interchangeable.

In which it is shown that Alan also has no idea how traction
varies with load...

John

#87

Impacts with brick-walls?

On Wed, 21 Dec 2005 01:31:54 -0000, John McCoy
<igopogo (AT) ix (DOT) netcom.com> wrote:

Quote:

Wow. I can't wait to find out what it is that shock absorbers
absorb.

John

#88

Oh there's plenty of other adjustments to talk about John but
you think a tire is a spring, so there's no point in going there.

On Wed, 21 Dec 2005 01:33:45 -0000, John McCoy
<igopogo (AT) ix (DOT) netcom.com> wrote:

Quote:

In which it is shown that Alan also has no idea how traction
varies with load...

John

#89

Alan Jones wrote:

Quote:

Oh there's plenty of other adjustments to talk about John but
you think a tire is a spring, so there's no point in going there.

So does everyone else but you. No wonder you keep hitting these brick
walls, they are self imposed.

"In the age of radial tires, the change you hear the most about is air
pressure in the race car's tires. Basically, this adjustment has the
effect of changing the spring rate on that corner of the car. Each tire
in itself acts like a spring; the lower the pressure, the softer the
spring. If the car is tight, or pushing, the crew will lower the
pressure in the right-front tire. If the car is loose, they will lower
the right rear, just as they did with the spring rubbers."

http://stockcarracing.com/techarticles/32898/

Quote:

On Wed, 21 Dec 2005 01:33:45 -0000, John McCoy
igopogo (AT) ix (DOT) netcom.com> wrote:

In which it is shown that Alan also has no idea how traction
varies with load...

John

#90

Brick-wall is thinking your quote disagrees with me. A tire 'acts'
like a spring, has a similar characteristic, but don't confuse that
with an actual spring adjustment. Big difference.

On 20 Dec 2005 19:46:29 -0800, mcook (AT) prodigy (DOT) net wrote:

Quote:

"In the age of radial tires, the change you hear the most about is air
pressure in the race car's tires. Basically, this adjustment has the
effect of changing the spring rate on that corner of the car. Each tire
in itself acts like a spring; the lower the pressure, the softer the
spring. If the car is tight, or pushing, the crew will lower the
pressure in the right-front tire. If the car is loose, they will lower
the right rear, just as they did with the spring rubbers."