Maybe you're right... so I'm leavin a lot on the table then.... I'll have to remedy that before we meet again. :unibrow:

Gin... the only way to make a Martini :)

Dub, if it's completin' ya need...

Updating the OLC as we speak...

http://www.onelapcamaro.com/2012OLC/Floaterpic.jpg

OLC2 will be using Chicane/SpeedTech setup

As the big names in PT already have changed, and others follow, one of these various floater systems will soon be a "must have" for all future big time PT builds, whether the driver/owner really needs it or not. It was just a matter of time...

James, did you have bad knockback in your previous setup?

I would not say that I had an issue with knockback... and it certainly never was "bad"... but from time to time - depending on the track - it was noticable. I've got manual brakes and pretty finely tuned masters and honestly never felt that the problem was bad enough that I had to change but after the issues that we had last year during the One Lap with the bearings we were going to have to make some changes regardless.

There have been a lot of comments made about the increased cost of the floater setups - regardless of the manufacturer - but one consideration that helps offset the floater costs is that the axes are less then half the the cost of high quality solid axles.

We've got to tack some brackets on, bend up some brake lines and we should be good to go. Currie Enterprises did the assembly on the Baer Floater and everything looks promising so far.

Tom's design using the Corvette hubs should be awesome, especially since it will allow for a lot of potentially cool benefits...

James brings up an issue I was going to address in my previous post. Axle bearing maintenence with tapered bearings is costly over the life of the car. The question is, are these other floaters any better from that standpoint? I'd have to say yes to a point. The corvette hub design will prove to be the cats meow. As if Stielows word isn't enough.

I don't think floaters are that hard to maintain. At least I don't have to put silicone to seal the axles from leaking constantly, which is a plus. I also decided against building camber into the housing because I was a little bit afraid of increased wear and tear. Not sure how real those fears were though. All I would say, and I couldn't help but think of this when I saw the OLC floater, is to make sure to put in some inner tube axle seals if you're planning on driving lots of miles of interstate and track time. You probably have it all figured out James, but I figured I'd throw it out because most people aren't aware of the inner tube axles seals. At least I wasn't. I think Payton suggested I use them to prevent a tiny bit of leaking I've had during track time. On the One Lap they would provide added peace of to help insure that the grease on the floater's bearings doesn't get washed out.

Doug, as to your question, I am not running an internal hat style parking brake. I wasn't really thinking about it at the time. I figure I can always just add little caliper to the rear rotor if I want.

BTW, I missed you and the Rennermobile at Cars and Coffee. My car "decided" to show up with a flat tire again just to strike up some good conversation without you around.

Matt

Todd asked it you have ever seen a deep dish on a Corvette.

I would answer Yes it is just all to the inside. which in theory "this is my theory right or wrong" would just load the bearing the opposite way???

Matt made a post commenting on the master cyl sizes possibly making a differance in the knock back. and resicual pressure valves, i think i remeber Mark S saying the RES Valve made no differance and in theory it shouldn't make any differance as it is only holding pressure not stopping reverse flow back to the MC.
I run a tripple master set up with a 7/8 front and 1" rear and could probably change the rear to a 7/8 as i have ath balance bar adjusted full rear. i have the Bare Proplus with tapered bearings (they dont leak.... yet) and there is a sligth amount of knockback still, I will likley change to the ZR1 floater before RTTC.

Blake, I don't remember exactly what I said, or if I accidentally typed "would" instead of "wouldn't" or something to that effect. I'm going to just play the "it was late" card right off the bat :lol: Anyway from what I remember hearing, the 10lb residiual valve wasn't a noticeable difference. It has also been interesting hearing Charlie's commentary about Jackass. From all the "internet science and engineering" we've gathered, (and I don't feel like rehashing all of the talk about m/c bore sizes, etc.) the popular belief seems to be that a larger master makes knock back less noticeable, as would 'Vette wheels, and yet Jackass's pedal would fall to the floor just like the pedal in my car with its little 7/8 master and 6" backspaced wheels.

Matt

Don't forget an important wheel factor....

If your offset is all to the inside (Corvette) the outside edge is what is seeing the load on a corner -- and the inside edge of opposite side is unloaded for the most part.... and that can be 100's of pounds difference between the loads seen at the bearing/rotor vs a "deep dish" style wheel.