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The Terminator
Terminator Talk
Weight Reduction Specifics
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<blockquote data-quote="Jimmysidecarr" data-source="post: 10022494" data-attributes="member: 11681"><p><strong><span style="font-size: 15px">AWESOME Thread!! Thanks Dwight and GUYS!!</span></strong></p><p></p><p>I have not been much of a drag racer as of late, ever since selling my 1952 428CJ powered F1 Ford pickup back in the day, it seems I had become pretty spoiled by the C6 automatic. It was pretty much floor it and go. It ran high twelves.</p><p>My new Terminator in 04 however was not fun to drag race for me, as a drag car it had a lot to be desired in stock form.</p><p></p><p>But I may try going back to the drags with #539 again now that wheel hop is no longer an issue and I am now going to be looking at maybe doing something different for an open track car...something MUCH lighter possibly an ex race car, S197?? or a P car??)</p><p></p><p>The weight of this thing makes it an absolute tire and brake pad eating PIG when you are open tracking. I'm only in intermediate group and the consumption is already OFF THE HOOK! The faster you get the more rubber, fuel and pads it eats!</p><p></p><p>I had remembered Dwight making this thread and searched it down.:rockon:</p><p>There is some great stuff here.</p><p></p><p><strong><span style="font-size: 12px">Some peeps were asking earlier(years earlier actually lol) what is the difference with the sprung weight and unsprung weight issue.</span></strong></p><p>It was kind of addressed but I thought I would put up some observations about the effects of the different weight categories.</p><p></p><p><strong><span style="font-size: 12px">Static weight</span></strong>, most of this thread has been addressing mostly static weight.</p><p><strong><span style="font-size: 12px">Unsprung weight</span></strong>, not a very big deal here.</p><p><strong><span style="font-size: 12px">Rotating weight</span></strong>, anything that has to be rotated while moving the car.</p><p></p><p>For most in this thread, IE DRAG RACERS, <strong><span style="font-size: 12px">unsprung weight</span></strong> has almost no impact AT ALL.</p><p><strong><span style="font-size: 12px">Rotating weight however is FREAKING HUGE and will be a VERY big concern, more on that later.</span></strong></p><p></p><p>Road racers have to be concerned with <strong>unsprung weight</strong> because recovery after a bump that shoves the wheel, tire, rotor, caliper, knuckle and axle up is important so that you get your grip back as soon as possible.</p><p>The more mass that gets shoved the more difficult it is to control and recover from.</p><p></p><p>So a stick axle is a heavy always moving suspension component that the springs do not bear the weight of. They still have some control over it's movements but they don't bear it's weight.</p><p></p><p>With the IRS the lighter moving components recover more easily and the bulk of the assembly is carried by the springs and shocks and therefore the overall mass is somewhat more easily controled.</p><p></p><p>For drag racing this really just doesn't matter much at all.</p><p></p><p><strong><span style="font-size: 12px">Rotating weight's effects are dramatic however and are amplified by the diameter that the weight is rotating in.</span></strong></p><p></p><p><strong><span style="font-size: 12px">The larger the diameter the more profound the impact on power demands to get it rotating.</span></strong></p><p></p><p>Heavier steel flywheels provide more inertia for powerful launches but rob horsepower for the rest of the run, since they resist being accelerated more than a lighter Aluminum flywheel would. These are also <strong><em>one</em></strong> of the largest diameter areas of rotating mass on the car.</p><p></p><p>The wheel and tire combo is also a huge diameter, massive weight that must be accelerated. The more it weighs and the larger the diameter is, in which the bulk of that weight resides, the more it resists being accelerated.</p><p></p><p>This also comes into play BIG TIME on a road course as well. Anytime mass has to decelerated the same forces are resisting.</p><p></p><p>Trying to get mass to change direction... same deal the lighter it is the easier it is.</p><p></p><p>Hope I didn't crap up this thread for you guys, just though I would try and simplify the whole weight category thing.</p></blockquote><p></p>
[QUOTE="Jimmysidecarr, post: 10022494, member: 11681"] [B][SIZE="4"]AWESOME Thread!! Thanks Dwight and GUYS!![/SIZE][/B] I have not been much of a drag racer as of late, ever since selling my 1952 428CJ powered F1 Ford pickup back in the day, it seems I had become pretty spoiled by the C6 automatic. It was pretty much floor it and go. It ran high twelves. My new Terminator in 04 however was not fun to drag race for me, as a drag car it had a lot to be desired in stock form. But I may try going back to the drags with #539 again now that wheel hop is no longer an issue and I am now going to be looking at maybe doing something different for an open track car...something MUCH lighter possibly an ex race car, S197?? or a P car??) The weight of this thing makes it an absolute tire and brake pad eating PIG when you are open tracking. I'm only in intermediate group and the consumption is already OFF THE HOOK! The faster you get the more rubber, fuel and pads it eats! I had remembered Dwight making this thread and searched it down.:rockon: There is some great stuff here. [B][SIZE="3"]Some peeps were asking earlier(years earlier actually lol) what is the difference with the sprung weight and unsprung weight issue.[/SIZE][/B] It was kind of addressed but I thought I would put up some observations about the effects of the different weight categories. [B][SIZE="3"]Static weight[/SIZE][/B], most of this thread has been addressing mostly static weight. [B][SIZE="3"]Unsprung weight[/SIZE][/B], not a very big deal here. [B][SIZE="3"]Rotating weight[/SIZE][/B], anything that has to be rotated while moving the car. For most in this thread, IE DRAG RACERS, [B][SIZE="3"]unsprung weight[/SIZE][/B] has almost no impact AT ALL. [B][SIZE="3"]Rotating weight however is FREAKING HUGE and will be a VERY big concern, more on that later.[/SIZE][/B] Road racers have to be concerned with [B]unsprung weight[/B] because recovery after a bump that shoves the wheel, tire, rotor, caliper, knuckle and axle up is important so that you get your grip back as soon as possible. The more mass that gets shoved the more difficult it is to control and recover from. So a stick axle is a heavy always moving suspension component that the springs do not bear the weight of. They still have some control over it's movements but they don't bear it's weight. With the IRS the lighter moving components recover more easily and the bulk of the assembly is carried by the springs and shocks and therefore the overall mass is somewhat more easily controled. For drag racing this really just doesn't matter much at all. [B][SIZE="3"]Rotating weight's effects are dramatic however and are amplified by the diameter that the weight is rotating in.[/SIZE][/B] [B][SIZE="3"]The larger the diameter the more profound the impact on power demands to get it rotating.[/SIZE][/B] Heavier steel flywheels provide more inertia for powerful launches but rob horsepower for the rest of the run, since they resist being accelerated more than a lighter Aluminum flywheel would. These are also [B][I]one[/I][/B] of the largest diameter areas of rotating mass on the car. The wheel and tire combo is also a huge diameter, massive weight that must be accelerated. The more it weighs and the larger the diameter is, in which the bulk of that weight resides, the more it resists being accelerated. This also comes into play BIG TIME on a road course as well. Anytime mass has to decelerated the same forces are resisting. Trying to get mass to change direction... same deal the lighter it is the easier it is. Hope I didn't crap up this thread for you guys, just though I would try and simplify the whole weight category thing. [/QUOTE]
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