SlowerThanYou

Special06banshee got the 2nd part of the question & #1Juan got the 1st part. IMO, both answers to the question are right. We only made one adjustment with the higher launch rpm & higher air pressure. It was step in the right direction, but we need to lower the base/static some also. Probably around 5 - 10 lbs. Just for information we were dead hooking the tires (no wheelspin) with the examples given for the questions. We induced another problem around 15' out with the higher launch RPM. That will be the next subject.

This motor & lock-up has been a 1.30 60' on sand with Angel (our lightest rider) riding it in the sand chassis. I just wanted to get some standard lock-up tuning back under my belt. Before switching back to the Multi-Stage to show the performance differences.

There are certain specifics I don't like to get into, but the launch is above 8,000 RPM. I'm going to hold off right now on the arm weight question, but that's planned for later discussion & the issue we had today.

Winner...winner, chicken dinner! You got the 2nd part of the question right. That's what we did for todays pass. Along with raising the rear tire pressure a little. It came off the line really hard, but caused another issue. That will be another question coming later. Now, why not keep the same launch RPM & drop the base pressure?

I'm going to try for a final time to get some discussion going in this thread. We been having a few tuning issues with our new motor & using a standard lock-up. While we have fixed some of the problems, we have opened up some new ones. We started with a baseline that I considered a tight clutch; base pressure a little high, way too much arm weight & a lower than preferred launch rpm. I will start with the base pressure, we started at XXX lbs. This was causing the motor RPM pull down to far at the drop of the clutch lever. So, the 1st change was to drop the base pressure 24 lbs. The motor responded by not pulling down the rpm, but being a little lazy at the drop of the clutch. I then made it worse by dropping the base pressure another 8 lbs. Don't know what I was thinking, but we also had raised the launch RPM by 400 RPM. Anyway, the quad did not want to move at the drop of the clutch. Classic example of what's referred to as, driving thru the clutch. So, this weekend we had 2 back to back qualifying hits on Fri., with no time to make a clutch adjustment. Both times it drove thru the clutch, but the 2nd pass was a little better with the clutch being hot. Sat. we were only getting 1 other qualifying pass. We made our changes in the morning before the run. We went back to our original base pressure we started with XXX lbs. The bike ran 2 hundredths off our best time at our track. While we were somewhat happy. That XXX lbs. base pressure is still dangerously close to causing a bog. So, here's the question. How much lower from the XXX lb. baseline do I go & is there anything else I can do besides lowering the baseline?

Well, Justin went out in the 1st round today, no fault of his. I was chasing my tail with the clutch set-up & we had a bog in the 1st round. We just don't have very many runs with a standard lockup & I'm almost ready to re-install the multi-stage.

I don't know the exact count on the race vehicles at the track this weekend; somewhere between 600 - 700. This is only a small portion of our pit area. Look there, I think we found the one and only quad. LOL! Justin's best reaction was a .012 & that qualified him #8 in the 19 bike field. Eliminations are tomorrow. We struggled a little with a different clutch set-up, but got it somewhat corrected for the 3rd qualifying pass. We ran our quickest ET so far in the worst air, it hit 90*.

Justin is racing his 1st NHRA Divisional race this weekend. The class only gets 3 qualifying hits. We missed 1 already & might miss the 2nd one. It sucks to be a young man with a work schedule!

I'm also looking at the weekend before Labor Day Weekend, but it's slim pickings anyway you look at it.

I don't need to prove anything, but your are more than welcome to try me on asphalt. That should be easy for you with all them CCs you have. I'll buy the drinks, what's a MI. drive, should be pretty short drive compared to me.

Only goal you can brag about is being a great Lap Dog. You wouldn't even get close enough to me, to even nip at the back side of my ankle.

No Thanks, I set my racing goals much higher than Tyler.

Will do, should know something the end of this month. Thanks! Tedder & his wife raced their quads their last year & we raced our car. Ubly is a possibility again, just trying to keep everybody happy with the plans.

To tell you the truth, I don't know. Tedder is pretty busy right now & probably doesn't even know about this. I plan on talking with him when he comes out to visit later this month. A good many tracks are not Quad friendly. So, our 1st priority is to find one that is. Next, we like to have a 2 or 3 day event seeing we are travelling. Then everything has to work for all parties involved. If Tedder & our TX. friend cannot make it. I don't plan on hauling back to race.

Here's a little back ground on this friendly call out. Tedder & I have been talking about a grudge race for a long time now. It has never seemed to work out for many different reasons & may not work with this call out. I retired from riding/racing quads in 2013 & said the only reason I would get back on one is for this race. As for anyone else, it was mainly directed at another good friend in TX. but it's still open for anyone else. Signed, Fat old man with a slow quad looking for a race.

This is the official call out to my cross dressing buddy Tedder or any other HQ Circus Member. Call out for 1/8 or 1/4 mile, run what you bring, 2 out of 3 race, .400 pro light, bets are negotiable & red lights are a round loss. Track not determined, but in the MI. area & friendly to quads. Date is Labor Day Weekend 2015. Everything is open to negotiation, but will not tolerate whining! Cross dressing Tedder has 1st dibs on negotiating his race. Everyone else is sloppy 2nds, 3rds or worse. Have some fun with this call out or shut off your keyboard/pie hole!

Well, the case was shipped yesterday. Should have them early next week. We have a lot to get done in a short time. The biggest time issue will be trenching the cases for the billet rods. They are coming trenched for a 10mm crank, but have to mock up for the larger rod end.

Start by buying a clue from SKEETER!

I'll try & explain this a little better. Sleeper has a smaller/lower powered motor than us. With a lower power motor a low base pressure will keep the motor at higher rpm during the launch. With a higher power motor we are also want the motor at a higher rpm during the launch. But, we are also trying to bleed off some of the power & apply it back at the appropriate time on the track. Not sure if I explained this for Member's to clearly understand. If there are any questions, ask them!

When I first started using Q16. I decided to take a sniff from the can. Boy was that a mistake, damn near took me off my feet. LOL!

Yes are carbs are plenty fat & we need to start leaning them out a little. Plus, we need to add some more timing, before leaning them out. As for the clutch, we went out knowing it was a tight clutch. The majority of our problem is with the arm weights. I can here the motor pull down way too much rpm when the clutch arms apply. The base pressure is getting close, but still a tad tight. I understand what you are saying & we don't always fix problems with a clutch adjustment. I can't believe how close this set-up is following the 443 Cub. The basic differences are: of course is a bigger motor, about 400 rpm less thru all aspects of the run, using a standard lock-up & not using the multi-stage. Plus, we haven't switched over to the rat poison race fuel yet.

I don't know about that one, but I will never tell.

I was debating on posting that info here or on the Lock-Up tuning thread. As for the weights, they are 20g+ on each arm.

I got to the clutch inspection today. Everything looks good, just starting to show a little heat in a couple of the steels. We are going to make some clutch changes based off the inspection & a couple things that happened at the track last weekend. We tried some lower rear tire pressures last weekend, but it caused 2 problems. 1st, it pulled the motor to far down in rpm around 15' out & never recovered before the 1-2 shift. The 2nd, was almost a motor killing bog at the drop of the clutch. While we don't blame these issues totally on the tire pressure. I'm sure the change in final gear ratio was contributing also. I'll start with the 1st issue of rpm being pulled down to far around 15', till the 1-2 shift. We are going to lightened the arm weights to correct this. We are removing 28 grams total from all 6 arms. IMO, the boys set it up with way too much arm weight! The 2nd issue was a bog at the drop of the clutch. We kind of figured with the gear ratio change. The tightening of the air gap with a stock pressure plate. Well, the bog cost us in the 2nd round of the second race. I removed 8 lbs. of base pressure & that should get us close. Once we get some baseline runs on the above clutch set-up. We will start looking at raising the launch & shift rpm. Plus, run some more timing, based off the plug readings.