Landracing Forum
Tech Information => Steering - Suspension - Rear End => Topic started by: Ratliff on July 13, 2008, 08:44:01 PM
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An often overlooked construction technique in land speed racing is use of reinforced bulkheads for mounting suspension and drivetrain components instead of attaching them directly to the frame, thus allowing the use of lighter weight tubing.
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It's an old technique and well known by most car builders but isn't necessary in lsr where weight generally is an asset rather than the liability it is in most forms of racing.
Pete
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"in lsr where weight generally is an asset rather than the liability it is in most forms of racing."
Could Rick Yacoucci have set the G/BGS record at 352 if Neb II weighed 3000 lbs .
John Burk
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"in lsr where weight generally is an asset rather than the liability it is in most forms of racing."
Could Rick Yacoucci have set the G/BGS record at 352 if Neb II weighed 3000 lbs .
John Burk
Yes he could...if he had more HP and a longer track...and if pigs could fly.. :mrgreen:
J
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"in lsr where weight generally is an asset rather than the liability it is in most forms of racing."
I think properly placed weight is your friend, but weight in general is not. On my roadster build I weighed every component to find the best place for the placement of the parts. The chassis was built taking the placement of parts into consideration.
Jack Costella always says "build the car light as possible and then and the weight where it needs to be".
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Frank,
In your post with the two pictures the top one with the champ rear end with the fabricated side tubes and the tranny integrated onto the front, what car is that from?? That is VERY interesting. Was it a Bonneville car??
Thanks,
Rex
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Frank,
In your post with the two pictures the top one with the champ rear end with the fabricated side tubes and the tranny integrated onto the front, what car is that from?? That is VERY interesting. Was it a Bonneville car??
Thanks,
Rex
That was Breedlove's 1968 piston engine streamliner built under American Motors sponsorship.
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I jumped in when I probably shouldn't have with my initial answer. It was rather hasty. I sometimes get annoyed with these out of the blue postings with no reference or context.
I don't disagree with any of the subsequent postings and have never put a suspension pick-up in anything I've designed and built outside the area of some form of brace or bulkhead. I also agree with building as light as possible and then placing ballast where it's of the greatest advantage. My background is in oval and road racing where that is religion. The only thing I will say with lsr is that where it is practical I would probably use a slightly heavier wall tubing in the chassis structure to ensure there isn't any breakage. If we are talking a very small displacement class or maybe one of the mile type events such as Maxton where acceleration is extremely important, then lighter is probably better to achieve the desired results (a record).
Pete
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Frank,
I just have to ask!what ever happen to this car? Certainly is very well designed and it looks like it should have had good potential. Is it setting somewhere waiting to be restored?
Rex
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Frank,
I just have to ask!what ever happen to this car? Certainly is very well designed and it looks like it should have had good potential. Is it setting somewhere waiting to be restored?
Rex
http://www.creative-interiors.com/1969SOA.htm
www.3wheelers.com
In 1972 Breedlove converted the car into a rocket dragster. Apparently, it's now in a museum.
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Sure wish I could read that artsy-fartsy text. Some people's ideas of graphic design leave a lot to be desired. More is not always better! Just getting old, I guess.
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Sure wish I could read that artsy-fartsy text. Some people's ideas of graphic design leave a lot to be desired. More is not always better! Just getting old, I guess.
I hate that too.
The best way to read the text is highlight the text, copy it, then paste it into a blank e-mail or Word document.
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Stan has a new BFFE.
DW