johnc

The amount of "crush zone" implemented in a cage design depends a lot on the expected impact speeds for the class the cars run in. A "typical" SCCA IT/SM wreck occurs at speeds less then 80 mph (80 mph into 0 or combined 40 mph). That's why SCCA allows a 6 point cage as legal in IT. For higher speed levels more cage is required and, in the latest thinking, more crush zone is needed. That's a decision that's best made between the cage builder and the car owner. Additional options to add "crush" where not much is available (doors for instance) is Impaxx foam or aluminum honeycomb. FIA rated seats also add a good level of impact attenuation because they are designed to flex and move somewhat. That's why its important not to install a seatback brace on FIA certified seats.

2" pipe from Home Depot.

$10 says some class action lawyers bought it as a reference/evidence.

FYI... Joe goes silent periodically when his business commitments are heavy.

FYI... the race fuel sale .pdf above is not a new restriction. Its just a restatement of regulations that have been in effect for a number of years and it only applies to specific types of race fuels that do not meet CA fuel requirements. Most unleaded race fuels do meet the requirements and are not subject to the disclosure information listed in this .pdf. When I ran Sunoco 112 leaded back in the early 00's in the ROD I had to provide the dealer with the basic information listed in the .pdf and he just kept it on file when I bought new barrels. Its not a big deal.

Cars were seized and the owners fined.

Nice cage. Having done a couple SM cages hopefully the front hoop/halo gives just enough clearance to get the mandatory hardtop clips in place. I missed that when I built the first SM cage and had to make a very special hex key to get the bolts in place. Took me three hours of 10 degree turns and a lot of cussing.

I'm not sure what it is. The unit appears to have pressure rings with ramps around the pinion/spider shafts. If its a CLSD it can't have more then one or two clutches on each side. Jon M would know more then me about this.

Let's not drag this into the political realm. I posted this here as information for everyone on the site. Don't make me delete it.

The California Bureau of Automotive Repair (BAR) is stepping up enforcement of "Clean Piping" and getting felony convictions against Smog Techs, shop owners, and seizing vehicles and fining vehicle owners. Clean piping is the practice of using an exhaust sample from a vehicle that passes smog and then fraudulently entering the non-compliant vehicle's registration information. BAR agents are searching Craigslist and automotive forums for obviously non-compliant vehicles (the example used in the latest bulletin was a LS1 swap into a 1989 240SX) and then posing as buyers. They hit seven vehicles in LA County last month.

Its called "lean" or "vacuum leak".

Moved.

In the Member's Project forum only you and the admins can post in the thread. You may have a lot of admirers but they can't post hear. This forum is for you, and you alone, to show off the car.

If you hold them up to the light and can see through them, then they are too thin.

Please use the search function on this site. Your questions have already been answered many times over the 10 years we've been here.

Along those lines, back in 2008 I got a chance to drive an AMod autocross car - The Phantom Menace pictured here: And I was so frickin' far behind this thing on course I had to almost come to a stop halfway on each run and let my brain catch up before continuing. I can't imagine how I could stay ahead of something capable of 246 mph.

Nice car...

Search. They've been discussed here before back in 2006 I think.

BTW... clevis plates and gussets should be welded on one side of the joint only. This is per FAA spec for CroMo welding and the book "Construction of Tubuklar Steel Fuselages."

You're thinking that being able to modulate brake force is a bad idea?

But, but, but... if your camber gain in roll is zero due to a good bump camber curve, why would you need these tires? Couldn't you just stand up normal square tires? And we haven't even started talking about the inside tires...

Negative static camber (in the suspension) is used to offset camber gain in roll. It a bad thing for braking and acceleration but the gains in corner speed outweigh the drawbacks. Some of these drawbacks can be minimized with a suspension that gains negative camber in bump. With a negative cambered tire postioned this way on the car: you essentially have to start out with 0 or positive camber and the allow roll camber to plant the tire on the ground. That will work fine on a Morgan with a sliding pillar front suspension but on any modern car it just moves the camber gain issue to the tire (which is non-adjustable) from the suspension (which is adjustable). Or, you can flip the negative camber tire and position them this way > I'm not smart enough to discuss the internal tire distortion/thrust issues and I ahve no clue what kind of slip angle curve that tire will have.

Go down the street one picture and you'll see those two guys sitting in lawn chairs, with an umbrella, reading the newspaper.

Think for a minute about the loads in the tire and the suspension if your 2.5 degree cambered tire is bolted up to a suspension corner that has 0 degrees degree of camber.

That's a great price for a great machine.