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Old 10-02-2004, 03:41 AM   #16741
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Originally posted by Pyramid
Uncle Sow, looks like you have FET fingers now.. you`ve been writing a lot on your website. Makes me looks much slower now to catch up will the reading and all..
Well, just hope its fun and useful for you and the others visiting the site.

I still like the way your hints/tips is on one-page ... I go there a lot when rebuilding or thinking about the car. Much easier than trying to search for answers on the forums from previous posts.
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Old 10-02-2004, 03:43 AM   #16742
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Originally posted by Julius
It may well be that some people still mix up the roll center position with the bulkhead position.

Front bulkhead low => rollcenter high. Slightly less grip but faster response.
Front bulkhead high => Rollcenter low. Less response more grip on throttle.
You're right, its easy to do that especially at the track! These days I have the "bible" with me just in case ...

Julius, does the lowest RC front setting also reduce initial turn-in? This is what I found but that's only been tested at my local track (AMCC).
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Old 10-02-2004, 03:44 AM   #16743
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Quote:
Originally posted by Julius
The shock oil colors was something from long ago when we didn't have color coded springs.

The colors of the springs have no relation to the colors of the oil...
We should remove the colors on the oil bottles.
Perfect! Thanks for the clarification.
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Old 10-02-2004, 03:45 AM   #16744
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Quote:
Originally posted by InitialD
Surprise that after this long, it is still there. I always wanted to ask about the colour code but these were some of the things I never got around asking.
Getting older, getting older, plus the RING is not with you anymore.
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Old 10-02-2004, 03:51 AM   #16745
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Originally posted by InitialD
Too old perhaps.
No doubt about that. Those days of jet-setting without the penalty is over for me.


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You're cruel Onkel Sow. For heaven's sake, give the guy a PC !


I might give him spaghetti tonight but that's about it!

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Damn. On the contrary, I'm rooting for Mark. Proof is on 3Hobby forums.




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That's a dirty old trick ! Taking advantage of poor Mark only having his WAP phone.
Well, he has to have SOME disadvantage!
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Old 10-02-2004, 03:54 AM   #16746
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Quote:
Originally posted by Julius
Nope it's the other way round. Heavy damping gives faster weight transfer = quicker response. The dampers resist the rolling of the chassis thus transferring weight to the outside wheel.

Think of it this way if you have no damping the car rolls over in a turn and the weight transfer happens only through springs which is a linear force increase with the roll of the car.
Now with damping the resistance is already there the moment the car starts leaning over. Thus the initial weight transfer happens earlier the harder the damping is. In the end the amount of roll is a result of the stiffness of the springs.

Springs determine the amount of roll
Damping determines how fast the car rolls
Yup, its not only logical but also that's how the car feels from my experiments. I like it even more with the blue springs but there usually isn't enough grip here so the car can't make the sweeper as nice as I would have liked.
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Old 10-02-2004, 06:18 AM   #16747
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Quote:
Originally posted by Julius
It may well be that some people still mix up the roll center position with the bulkhead position.

Front bulkhead low => rollcenter high. Slightly less grip but faster response.
Front bulkhead high => Rollcenter low. Less response more grip on throttle.

Very true
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Old 10-02-2004, 06:21 AM   #16748
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Quote:
Originally posted by Julius
Nope it's the other way round. Heavy damping gives faster weight transfer = quicker response. The dampers resist the rolling of the chassis thus transferring weight to the outside wheel.

Think of it this way if you have no damping the car rolls over in a turn and the weight transfer happens only through springs which is a linear force increase with the roll of the car.
Now with damping the resistance is already there the moment the car starts leaning over. Thus the initial weight transfer happens earlier the harder the damping is. In the end the amount of roll is a result of the stiffness of the springs.

Springs determine the amount of roll
Damping determines how fast the car rolls
Yes this is what I was saying by trying harder dampening this weekend. I want a quicker response from the car, I am looking forward to finding out tomorrow
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Old 10-02-2004, 06:24 AM   #16749
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Quote:
Originally posted by Sow&Steady
No worries, from yesterday's practise, here's my set-up (the old car, which was the one I preferred, the new one has an OS-12TR Yamada modified engine and was too slow on the straight compared to Mark's and NiMo's screaming JP-FX):-

FRONT
37 shore (Speedmind)
61 mm dia
1 deg toe out
3 mm in front of upper arm camber
1 mm Short Wheel base mod
35 oil - Red 710 springs
4 holes
6 mm ride
1 mm droop
mid RC
1-way diff
Roll bar set to flat (0 degrees)

REAR
37 shore (Speedmind)
62 mm dia
2 degrees toe-in
35 oil - Red 710 springs
3 holes
6.5 mm ride
7 mm ride
RC as per manual
DRS as per manual
Diff set loose
Stock roll-bar set at 0 mm

OTHERS
NSR-5S engine
Kyosho Outlaw Team pipe
RB 13mm manifold
25% Tornado fuel
Novarossi #6 plug
17-22 pinion
61-57 spurs
Speering link on TOP of stock servo saver.
Protoform Alpha 2.1 shell
No weights left of tank
Ti screws all round
Ti shafts mid and main layshafts
Teflon/Delrin pivot ball nuts

Hope this helps but go to myTSN and look at Mark Green's set-up for AMCC. This was the winning set-up for TQ/FTD during the last foam Nationals at this track. He lapped everyone by 3 laps at the end of the 30 min finals. The UK foams Nationals are run on Lolas this year.

As a side note, I'll post some videos on 3hobby.com of us messing around if they (Mark and the rest of the guys) don't mind. Weather does NOT look good for tomorrow's race though.
Ohh...I see..

Now that Mark cant get onto the forum it is safe to put up the secret setup

Thanks Sow, that is not too far off the setup I will run.
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Old 10-02-2004, 06:26 AM   #16750
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Quote:
Originally posted by Julius
Nope it's the other way round. Heavy damping gives faster weight transfer = quicker response. The dampers resist the rolling of the chassis thus transferring weight to the outside wheel.
Thanks for the correction Julius. I can always count on the Master.
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Old 10-02-2004, 06:27 AM   #16751
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Quote:
Originally posted by Sow&Steady
You're right, its easy to do that especially at the track! These days I have the "bible" with me just in case ...
Don't forget microscope too.

Quote:
Originally posted by Sow&Steady
Julius, does the lowest RC front setting also reduce initial turn-in? This is what I found but that's only been tested at my local track (AMCC).
Onkel Sow, just something to note. I see that you mount the steering link (or speering link as you call it ) on the top of the servo saver. If you use the highest front roll center setting (no shims), the steering linkages will rub and bind against the upper bulkhead position.
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Old 10-02-2004, 06:28 AM   #16752
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Quote:
Originally posted by Picard
Now that Mark cant get onto the forum it is safe to put up the secret setup
ROTF That's a good one Onkel Sow. Cunning.
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Old 10-02-2004, 06:29 AM   #16753
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Quote:
Originally posted by Sow&Steady
You're right, its easy to do that especially at the track! These days I have the "bible" with me just in case ...

Julius, does the lowest RC front setting also reduce initial turn-in? This is what I found but that's only been tested at my local track (AMCC).
I found that it does Sow and that's why I run the high roll centre, I was wondering if this is due to the slower response.

Lower RC slower response which will affect turn in.

Have you tried running a High FRC?
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Old 10-02-2004, 06:36 AM   #16754
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Quote:
Originally posted by InitialD
ROTF That's a good one Onkel Sow. Cunning.
So did you kick arse today D?
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Old 10-02-2004, 06:38 AM   #16755
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Originally posted by Picard
So did you kick arse today D?
I kicked my own arse !

I supposely have an engine problem I cannot solve.

Hope tomorrow will be better.
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