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If it was a "Race Only Car" we would build everything on the edge of being too light & constantly inspect, repair & replace ... and it would be 2400#. We're building this to be Greg's "Track Car" that he races in NASA's TTU class some. So we built it much more durable ... and safer. It will be about 2600#-2650#. :cheers: |
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We ran FEA analysis on these arms before we ever made any, just like I do with all my control arms. We build that curved strut (and the main LCA) out of 1.25" OD x .120" wall 4130 tubing. At 1.7G we have a 1.69 safety factor. We have had 1 or 2 DIY customers use .095" DOM, against our advice. They failed. That curved tube HAS to be strong. :cheers: |
Ya but.......... how are we going to slow it down!?!?! LOL
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:lol: Nope. Greg's pretty light these days. But learning how to drive one of these missiles takes a minute or two. (That's my slang for "awhile") The car will have so much downforce, the grip is amazing in the fast corners. It is confidence inspiring for sure. But the driver has to be smooth with the steering wheel & pedals, or you upset the air. If the driver upsets the airflow over the car/splitter/wing/etc ... the downforce & grip evaporate for a bit. :drive::brix: So with high downforce cars you, or in this case Greg, need to work up to the limits a small step at a time. The car will be EASY to drive high 1:50's at Thunderhill (with Crows Nest). Mid 1:50's take concentration, but is still pretty comfortable. Low 1:50's take a lot of experience & skill. The driver has to hit their braking points the same every time, hit their turn in marks exactly the same every time & be smooth as glass with the steering wheel, as well as the throttle & braking. That simply takes lots of seat time to achieve. Some drivers learn it in a year or two, some ten years & some never. Most of you know I've worked with some pretty good talent. 413 of my wins were someone other than me driving. Greg has proven to be a very coachable & capable driver. Back when we first worked together in Old Yeller ... it was F&%$ing handful. His buddies were running 2:10's to 2:12's. Old Yeller's rear brakes had more force than the fronts. Greg was running 2:22's without spinning out and trying to go faster led to spin outs. Once I got the brake bias right, so the car wasn't trying to kill him, he & I worked on his driving. Man! Did he improve a ton in one weekend. Once we fixed the brake bias, Greg worked his way all the way down to 2:08 to 2:10. Now Greg runs 2:04's in the car with improvements we made. 1:50's is another time zone. Looking forward to our shake down of the Mustang on June 28th. We'll post photos. |
Hey Greg deserves more credit for how hard he has worked at becoming a better driver and how good he actually is after a relatively short time.
OY is one hell of a car but it can be a handful at it’s limits and Greg takes it there often and successfully wheels it. It’s just that he is such a prick that it’s hard to give him the credit he is due. :lmao: |
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Pot meet Kettle |
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True |
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Haha
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You're all very kind..... and full of crap.
I'll try not to wreck it. |
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Raises hand... “Greg was goin so pricken fast, he spun hard and by the time he stopped, the Torino still wasn’t done.” Ok I’ll show myself out....hangs head in shame....). |
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If I wasn't feeling so terribly poor right now -- that is hysterical and would have had me on the floor. |
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:popcorn2: |
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Okay ---- enough of the slow old guy and diaper stocks...... ITS TIME FOR AN UPDATE
Attachment 65884 Attachment 65882 Attachment 65881 Attachment 65880 Attachment 65879 Attachment 65883 Attachment 65885 |
Damn...that's a monster right there!! :thumbsup:
Daniel |
Greg,
I’m sorry to read you aren’t feeling well. Normally people on here like to say “You’re full of it Weld!” Not today though... https://s20.postimg.cc/5bj6j5nhp/5_C...BEA6391_A2.jpg :walkingdog: |
It's a roller!!! :trophy-1302:
Dang, hard to say what I'm most impressed by... First probably is the backspace on the front wheels along with the overall width of them. Scrub should be most excellent it appears... Then I guess how it all looks so simple and clean yet is so over engineered and awesome at the same time. Nice work fellas... Ready to blow it back apart for powder coating yet? |
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Good eye Lance! This is a "Zero Scrub" car. So it cuts like a mutha in the tight corners. The chassis & suspension will get powder coated ... and the body sanded & wrapped ... after our June 28th track test. Then all put back together to run the NorCal Shelby Club Mini Nats August 3-5. |
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NOT "mini" Nats this year!! This years SONOMA IS THE NATIONALS!!! EEEEEHHHHHAAAAAAAAAAA Only important really to Mustang/Shelby guys --- but it will be a big Shelby event |
I spy a Torino :lostmarbles:
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Car Year & Model: 70 Ford Mustang Fastback Competing in: Track Car & Occasional NASA TTU races Front Clip/Suspension: GT Track-Warrior Rear Clip/Suspension: GT Track-Warrior Engine: Track-Warrior 3 LS7 700 HP Trans: PPG Sequential Shift T56 6-Speed Brakes: StopTech 14” ST60/ST40 Owner: Greg Weld Builder: Randy Chastain – One Off Customs More updates & photos ... Most of the stuff is straight out of our "Build-Your-Own Track-Car Catalog" HERE The RSRT Track-Warrior 3 LS7 built by SDPC Race Shop - Details HERE http://www.pro-touring.com/attachmen...7&d=1528920738 http://www.pro-touring.com/attachmen...1&d=1528920853 PPG Sequential T56 6-speed Trans, built by Joe Dederichs - Details HERE http://www.pro-touring.com/attachmen...0&d=1528920807 QuarterMaster Optimum RR Clutch with 2 "Rally" Discs for easier take off - Details HERE http://www.pro-touring.com/attachmen...2&d=1528920878 A shot today before Body was removed ... to get an idea of tire width & track width. Wheels are 18x13 Forgeline GZ3R. 10" backspacing in front. This is a "Zero Scrub" car. Turns like a mutha in the tight corners. http://www.pro-touring.com/attachmen...3&d=1528921196 http://www.pro-touring.com/attachmen...4&d=1528921290 http://www.pro-touring.com/attachmen...5&d=1528921418 Good look at the wheels, Track-Star hubs & StopTech Trophy brakes Optimized by Ron Sutton http://www.pro-touring.com/attachmen...6&d=1528921462 Front End mount photos http://www.pro-touring.com/attachmen...7&d=1528921487 http://www.pro-touring.com/attachmen...8&d=1528921515 Door Hinges http://www.pro-touring.com/attachmen...9&d=1528921533 With Body Removed to finish the door X-brace bars http://www.pro-touring.com/attachmen...0&d=1528921581 http://www.pro-touring.com/attachmen...1&d=1528921620 http://www.pro-touring.com/attachmen...2&d=1528921640 Car is Super low to ground, as you can see. In fairness, this fella is 6' 1" / Actual roof height is 47" http://www.pro-touring.com/attachmen...3&d=1528921652 |
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:headscratch: Oh! Not "mini" this year. Well okie dokie then. :lol: Your car will have Shelby tail lights. Does that count ? . |
I noticed that a lot of your engine packages state that you use are using a cable operated throttle body.
What drives the decision to use DBW or cable? Availability of throttle body size for power considerations? User preference? Other? |
Car looks awesome in the go cart form, but that transmission.....yummm
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Howdy ! Actually ... I need to change that in our new catalog ... because we offer both DBW-Drive by Wire and traditional cable operated throttle bodies. It is user preference (or needs). I find we sell about half cable operated & half DBW. Just depends on what the end user needs. For the DBW throttle bodies we use: * Stock GM LS3 92mm version for 625HP & lower * Nick Williams 102mm version 700HP & up For the Cable operated throttle bodies we use: * Holley 90mm for for 625HP & lower * Holley 95mm for for 675HP & lower * Holley 105mm for for 700HP & up For Greg's car, the electronic "no-lift" sequential shift controller needs a DBW throttle body to work correctly. On upshifts, the electronic "no-lift" sequential shift controller kills the power for a fraction of a second, to make the shift smooth. But the throttle stays wide open (as long as the driver has the throttle pedal wide open.) On downshifts, the electronic "no-lift" sequential shift controller needs to "blip" the throttle to make the downshift happen smoothly, so a DBW throttle body is needed. If we had not ran the sequential shift transmission, we would have ran a cable operated throttle body. Hope this insight helps. |
Picture reminds me a little of my Mustang back in 2007........only racier. Man I love build pics
https://photos.smugmug.com/Cars/Must...U-S%5B1%5D.jpg |
F’n sick fellas!
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This build is awesome. How did Lance know its a zero scrub car from the pics? Is it the large front wheel BS or did he know for talking to you? Maybe I need to go back thru my classroom notes.... Its also crazy how small the car looks overall with the body off and how huge the tires are. Cant wait until Greg brings it out to COTA for some fun. |
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I figured it out from measuring the scrub radius on my own car (with Ron's tutelage of course). By seeing where the KPI pointed in relation to the tread contact patch...I could tell right away it was a MUCH better setup than on my (or most) car for sure. |
And because I'm pretty sure this Sutton guy would NEVER build a clean sheet, unlimited class race car and NOT have it zero scrub. :)
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Big wheel + minimal lippage = little to no scrub. C4 Corvettes achieved this . . .
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Saw this in Monkton Maryland while working, figured Greg was far enough into the project, and the billing cycle. That this sign was probably feeling applicable. LOL
https://photos.smugmug.com/Cars/AMX/...7_173159-L.jpg |
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:thankyou: |
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Well .. if we're posting funny photos, here ya go.
(now back to work) . |
Howdy everyone!
Our client Ron Ver Mulm installed one of our GT Decoupled 3-Links in his autocross car recently & used his GoPro to capture the first runs. After watching the video, it was easy for me to know the rebound valving & spring rate are spot on, but his application needs stiffer compression valving & a taller, softer & more progressive bump stop. He ran his fastest runs ever with our new GT Decoupled 3-Link, over his conventional 3-link. After we change the compression valving & bump stop, he'll most likely shave another .3-.4 off his lap times. For those not in the know ... the decoupled 3-link is the highest grip, fastest rear suspension available period. The shock version won so many Trans Am races back in the day, they outlawed it. (You can run our TA version legally in Trans Am, which uses poly bushings & no shock.) We utilize this "shock controlled" decoupled 3-Link rear suspesnion in all of our GT Track-Warrior cars. Greg's GT Track-Warrior has this same suspension. Got questions? Want one for your autocross or track car? See both versions in our catalog HERE Contact Dave at 844-722-3832 Ext 3 Or email, [email protected] |
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