SlowerThanYou

It's nice you responded with an informational post. Now, if you don't think a 443 cub on race gas, stock frame with a 210lb. rider pulling low 1.30 60's is not impressive. Well, whom am I to debate it with you.

n2otooslow, You are pretty ignorant, you dragged yourself in. You find it funny when you dish it out, but as usual you are too fragile when it's given back. For someone who portrays not giving a fuck to whom I am. You know about a few times I have posted, butted your way into this thread and took the time to check my profile. H.....mm, but of course you don't give a fuck now do you!

Take it on simplelx, n2otooslow, specialDBag and if anything is left over. Well, piss on yourself. O.....hhh I forgot I was joking, not!

The statement I made was general in nature for the surfaces we run on. Hence, we really try to limit wheelspin even on sand. Our quad throws very little sand compared to everyone elses set-up and people ask why. This is small amount taken from Direct Drive. "By setting up your clutch to have a small amount of slippage off the line you will keep the rpm’s of the engine up and eliminate some excessive tire spin. Remember you want to move forward as quick as possible,(not sit and spin)." We don't believe in a small amount of slippage and put a great deal of slippage in. The down side is the heat it produces, but we take measures to deal with that also.

We really try to limit or totally eliminate wheelspin and that can be pretty difficult sometimes. A properly set-up clutch keeps the motor in the power band.

Here's some basic clutch tuning that can be applied to our quad clutches. "What is the optimum clutch setup? At the starting line, the optimum clutch setup will allow you to apply as much power as possible to the rear wheels without losing traction. This is accomplished by controlling the amount of clutch slippage with adjustments to the static and centrifugal pressures. For example: The clutch could be set with moderate static pressure and the correct amount of centrifugal weight to allow the clutch to slip as the car leaves the starting line at relatively low RPM. As the engine RPM increases in first gear, the centrifugal assist increases, gradually locking the clutch up and applying full power to the rear wheels. If the clutch slips too much off the line, additional static pressure could be added, or the launch RPM could be raised to allow the centrifugal weights to begin locking the clutch up sooner. If the track conditions were poor, the static pressure could be reduced or the launch RPM reduced in order to allow more slippage and maintain traction. " These principles are used in many different motorsports. "POPULAR APPLICATIONS" "Truck and Tractor Pulling" "Drag Racing" "Sand Drags" "Monster Trucks" "Mud Racing" Now, how does this information apply to our quads. This is just some of the information I found and used to learn how to clutch tune our quad. I have also been lucky to trade information with my race partner Tedder. "It would be nice if SlowerThan could post up some clutch information on what they do and how they set it up. HOWEVER...if they wanted to keep that to themselves for their own personal benefit, that is 100% up to them and I wouldn't begrudge him in the least." I'm pointing in the right direction, but you guys have to do the work.

Not at all, but the buffoon squad gets smaller every time they post. I guess that would make you part of the "I hear that nobody in here gives A fuck". So, you must be the bitch on the right & simplelx is the bitch on the left.

The trip to Dome Valley was a last minute deal. Someone wanted me to help with their clutch set-up. I agreed if they could lend me front/rear tires I would do it. The paddles were 22x11x8 12 paddle extremes. They were my old tires I ran on the hill and I knew they were not enough paddle. The clutch set-up was one of our heavier primary pressure asphalt set-ups. I think we still have a little too much primary and will probably loosen it up for the new tires. As for the 1.2 60's, hasn't happened yet and at our weight. Well, I think a 140 lb would be needed to accomplish that on both surfaces. But, you never know. My 1st pass was a 1.339 60' with me weighing 210lbs. The second pass was a 1.314 60' with Angel weighing 170lbs. I said he was 180lbs in another post and he corrected me. We both hope to be 20lbs. lighter next time. Plus, we are taking the front brakes off and considering putting it back on Alky. Dave requested some clutch information in an earlier post. I will not give specifics, but will try and steer you in the right direction. Probably will start with one of Sleeper's comments.

You are correct, we will have what we think is the right tire combo next time.

Dave & Sleeper, Thanks for the kind words and Dave I'm no stranger to the drama either. I get that way mainly when I'm provoked; does it make it right, no. I'll make this clear! No mods to the clutch set-up, believe it or not that's the facts. We have run the exact same set-up on asphalt. The times slips are from Dome Valley, AZ. It was supposed to happen at the PS 8th Annual West Coast Shoot Out that got cancelled two days prior. Thanks to the track they stepped up and put on a two day deal. We put down some good times, but was having traction problems down track because the lack of paddles. The 60' times was what got everyone's attention, low 1.30's. As for things changing in 2 1/2 years. The asphalt techniques were being used by 2 sand Racer's during the start of this post. They wanted to stay anonymous then & now. Just for information it's being done with standard lock-ups. Sleeper, provided some very good information! I'm sure he does more than that, I know we do. I'll say it again, the information is out there. Clutch tuning seemed to start happening around the late 60's according my research. Keep an open mind and work hard it pays great dividends.

It's not really about Dave or even Dave's old bike. I went out & did something Dave & Fouledout421 said that couldn't be done because the asphalt/hill don't count when it comes to 300' sand. The time slips I posted was our 1st three runs at 300' sand. I used a clutch set-up in between the asphalt & hill because we had to much wheel speed on the hill. We don't have it all figured out yet, but next time we'll be better prepared. We had problems with traction in 3rd & 4th gears & hopefully do better next time out. There's plenty of good information in this post related to clutch management, but there's also a lot missing. Same as you.....just my 2 cents

You care enough to keep replying.

I've heard all your standard BS way too many times. I have junk, my stuff is slow, my clutch tuning will not work and all the other crap. Then, when I provide the proof; it hurts your feelings.

Forgot to say our times are in the right lane.

This is an old thread being brought forward because it applies to the Asphalt to Sand III, Dome Valley, AZ. Two members had a hard time grasping that clutch tuning plays a very imprortant affect on the asphalt, hill shooting, 300' sand and other forms of motorsports. Even though we had a hard time hooking up down track (hodge podge last minute wrong set-up). We deffinately was getting the job done with 60', thanks to the clutch!

Thanks for your products & service. Here's our 1st time results running 300' sand with our asphalt quad.

Calling the 2 Nay Sayer's, that said our asphalt & hill clutch set-up would not work for 300' sand. Proof is in the 60's and we will take care of the wheel spin down track next time out. Plus, the quad will not have a quickly thrown together hodge podge set-up next time. The only reason we got them 60's was due to the clutch tuning. What do I know, our asphalt stuff only works on the asphalt according to the Nay Sayer's.

Thanks! I don't share much of my slips for many reasons. I wanted to show a little bit of information on our performance capabilities. The sand set-up was a last minute hodge podge deal, that worked out good. We hope to improve on the ET drastically in 2012.

The peanut gallery is pretty quite now.

1-4 and 4-5's

1st 3 passes, right lane #781.

It’s been a long time not being on the sand April, 09. We wanted to run 300’ sand drags sooner than this, but oh well. When we 1st went sand hill shooting we had naysayer’s that our asphalt stuff would not work. We’ll that got squelched pretty quickly. Then we had 300’ sand drag naysayer’s. That how do you know your set-up is fast without a timer? There was much more to the story than that. The main topic was our clutch set-up. Anyway, there were disagreements on how things should be set-up for 300’ drags. The person issued a challenge of a 3 sec. pass within 3 runs and I wanted 3 times to the track. Well, I finally got around to his challenge. It was suppose to be at the PS DomeValley Race, but PS cancelled 2 days prior. The track decided to hold a 2 day race for us. We decided to go ahead & go. 1st run me riding (I weigh 210 lbs.) 1.339 60’ 73.60 mph 4.037 Check out run 2nd Angel riding (his weight 180 lbs.) 1.314 60’ 80.15 mph 3.909 3rd run me riding 1.364 74.35 mph 3.997 7mm Cub on race gas, stock frame, +14 arm, +1 forward on a-arms, front brakes, quad/rider 540 lbs. 22x11x8 12 paddle extremes, I have no choice! We used 16/41 (2.56 ratio) on the hill, 1st gear launch (1-4 manual 5&6). Right now I have it set-up for 17/42 (2.47 ratio) for a 300' baseline. Clutch primary/base pressure is set between our asphalt set up and our hill set-up. Hill setting had too much base and I think the asphalt base would be too loose. Arm weights I'm keeping with the asphalt weight initially. Pretty sure I'll have to remove some weight. Launch limiter set @ 10,000 & shift light @ 10,000 same as we use for 1/4 mile asphalt. Probably will have to lower the launch rpm some. The only changes made during the event was tire pressure, wheelie bar height and rear sprocket.

Sometimes it's best for certain people not to type on the keyboard.

We have been faster than that in both 1/8 & 1/4, using the same gearing. On that run we were in 6th gear 100'-150' before the 1/8 mile.

Yep, 59"s