D-6

MetalCraftSolved said:
Well, at least Scott is making some sort of contrubution to moving forward. I don't know what it is your doing.
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How does this comment apply to me?
"If" the Scott you are referring is one of my oldest friends, i still don't get it.
Please explain.
 
Paul said:
How does this comment apply to me?
"If" the Scott you are referring is one of my oldest friends, i still don't get it.
Please explain.
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It's easy to explain, he's asking questions about the car that are in interest to be thought about. The only thing you do is talk shit and tell us how many friends you have.
 
Mac5005 said:
Maybe it was better off when the rear was “classified”.
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Came back to say that this was funny.

MetalCraftSolved said:
Lets move on to bypass piston speed. What you run into with piston speed inside the shock body is pressure. I've never had to answer a question like this, but the answer is pressure. The faster the piston moves up the shock body, the more pressure it creates on the everything inside while it's trying to make it's way up through the oil. The piston inside of the coil-over is gonna have to push it's way through every ounce of fluid contained inside the shock body. Maybe some of you guys have seen an emulsion coil-over explode? This is the reasoning behind whatever busted. The piston moving from the bottom of the shock body to the top created so much pressure, and the piston was moving so fast to the point where the components of the shock body couldn't contain the pressure any longer, it exploded. This is why remote reservoir shocks where invented. A nitrogen charged empty cavity tube with a separate piston dividing the oil from the nitrogen was introduced. It allowed the piston speed to move faster while only moving a certain amount of oil pressure though the piston valving. In other words, the remote reservoir takes the blow.
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This is sooooo fucking wrong. On all the levels.

Have you ever looked at a bypass shock ? The reservoir port is located at the bottom. Meaning it doesn't do SHIT to "take the blow" in a high shaft speed situation in compression.

Now you have the rear suspension "designed", can you give us the rear driveshaft plunge too ?







Going back to sleep, it was exhausting reading all this...
 
Bebop said:
Came back to say that this was funny.



This is sooooo fucking wrong. On all the levels.

Have you ever looked at a bypass shock ? The reservoir port is located at the bottom. Meaning it doesn't do SHIT to "take the blow" in a high shaft speed situation in compression.

Now you have the rear suspension "designed", can you give us the rear driveshaft plunge too ?







Going back to sleep, it was exhausting reading all this...
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It flows through the bypass tubes to the bottom, and the drive shaft plunge is less than 2 inches
 
MetalCraftSolved said:
It flows through the bypass tubes to the bottom, and the drive shaft plunge is less than 2 inches
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Nope. There is a zone in the bypass called the bump zone that doesn't have tubes.
Same for the shocks with a low port for the reservoir.

Fox_Racing_Shox_Rear_2.5_Factory_Series_Remote_Reservoir_Shocks_DSC_JK.jpg


There is a good reason why shocks have reservoirs but over pressurization isn't it.
 
MetalCraftSolved said:
Ok
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I’ll reply later maybe, using your drawing to illustrate the flaws in your definitions and design.
I’m honestly battling whether or not to contribute here, as I feel like it only falls on deaf ears with you.

I want to take the time to point out what needs to be addressed for the sake of everyone else that may go back and read thru this, or those following along,

but I really don’t want to waste my time or energy doing such to be completely blown off or ignored by the OP.

For me it’s the nature of: you post something that’s incorrect or grossly inaccurate etc, you somewhat defend your position or side step the questions,

I don’t want someone just reading all this to get the idea, that everything unchallenged is the fact or is the best, or is the best solution. It’s a case of the last/loudest voice doesn’t mean it’s the most accurate and best answer.
 
Mac5005 said:
I’ll reply later maybe, using your drawing to illustrate the flaws in your definitions and design.
I’m honestly battling whether or not to contribute here, as I feel like it only falls on deaf ears with you.

I want to take the time to point out what needs to be addressed for the sake of everyone else that may go back and read thru this, or those following along,

but I really don’t want to waste my time or energy doing such to be completely blown off or ignored by the OP.

For me it’s the nature of: you post something that’s incorrect or grossly inaccurate etc, you somewhat defend your position or side step the questions,

I don’t want someone just reading all this to get the idea, that everything unchallenged is the fact or is the best, or is the best solution. It’s a case of the last/loudest voice doesn’t mean it’s the most accurate and best answer.
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Rest assured most of us don't have a clue what your saying when your saying it right!
After a little while I'm in it for the fancy pictures. Still wish I had stayed up with AutoCad and the like.

This thread has been beyond my "science of metals" for quite some time.
 
That fuel cell is helping to put the CG very high, and very far to the right. If that's a 45 gallon cell, that's almost 300 lbs of fuel (plus the cell weight), and the engine/trans/transfer is already very right-side biased. You're setting yourself up for some serious weight distribution issues.
 
Fabrik8 said:
That fuel cell is helping to put the CG very high, and very far to the right. If that's a 45 gallon cell, that's almost 300 lbs of fuel (plus the cell weight), and the engine/trans/transfer is already very right-side biased. You're setting yourself up for some serious weight distribution issues.
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That is what I was thinking, but didnt type out. Even a bladder cell requires some type of fire wall that will block visibility further, right? Also, what about the rad/fan and header party going on in the passenger side door area that was shown earlier?

But yea, figure out those shock angles. Seems like someone who spent all that time hanging with Slawson, WOD, etc, might have been less than 30° off on the first attempt.
 
MetalCraftSolved said:
I've decided to use a Procharger style supercharger on the D-6. 950 horsepower in a configuration I feel more comfortable building around, and doesn't create a blind spot for the driver which was a big deal for me from the start. Gonna be super fun to let that 6 speed transmission eat. Air-to-Air Intercooler for Procharged intake, bumpstops, tie rods, and a little further with the chassis tubing. I have the knuckle turning almost 35 degrees now, but I'm not going to lock it down until I figure out if I need to back it off 3.5 degrees to 31.5 because I have 7 degrees of caster.


View attachment 334696



View attachment 334688
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What is the generalized use for this again? I really don't see any way to keep intake air temps in check for a race rig unless it's a bouncer environment or your running a fuel that aids in cooling. I'm not in the know of what is common power plant and hp levels but I'd imagine most everyone run a NA LS based platform around the 7-800 hp range.
 
Chris_Keziah said:
What is the generalized use for this again? I really don't see any way to keep intake air temps in check for a race rig unless it's a bouncer environment or your running a fuel that aids in pcooling. I'm not in the know of what is common power plant and hp levels but I'd imagine most everyone run a NA LS based platform around the 7-800 hp range.
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Yeah they can get 800 horsepower without a supercharger. The design of the car is routing the headers over the top of the engine on its own like the straight axle bomber. If they want more power than that Doc will just have to straighten out the details on the pro-charger with whoever he gets to send the engine.
 
MetalCraftSolved said:
Yeah they can get 800 horsepower without a supercharger. The design of the car is routing the headers over the top of the engine on its own like the straight axle bomber. If they want more power than that Doc will just have to straighten out the details on the pro-charger with whoever he gets to send the engine.
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Cool so nothing I brought has been thought about or discussed. I'm not sure what the attraction is for forced induction on this thing when N/A will accomplish the same goals more reliably and without relying on the engine management to keep the thing from knocking itself to pieces.
 
MetalCraftSolved said:
Yeah they can get 800 horsepower without a supercharger. The design of the car is routing the headers over the top of the engine on its own like the straight axle bomber. If they want more power than that Doc will just have to straighten out the details on the pro-charger with whoever he gets to send the engine.
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So this is a customer build not for you? Same doc as before?
 
Chris_Keziah said:
Cool so nothing I brought has been thought about or discussed. I'm not sure what the attraction is for forced induction on this thing when N/A will accomplish the same goals more reliably and without relying on the engine management to keep the thing from knocking itself to pieces.
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So how did you come to the conclusion that it would knock itself to pieces? lol it's my understanding they make an application for just about anything.
 
MetalCraftSolved said:
So how did you come to the conclusion that it would knock itself to pieces? lol it's my understanding they make an application for just about anything.
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If I’m my reading comprehension and inferences are correct.

Poor packaging and poor application/product selection leads to heat soak

Heat soak leads to high engine, underhood, component, and more importantly high intake air temps

High intake air temps coupled with forced induction lead to preignition known as ping or spark knock.

Pre ignition leads to holes/erosion in pistons and valve faces.
 
Mac5005 said:
If I’m my reading comprehension and inferences are correct.

Poor packaging and poor application/product selection leads to heat soak

Heat soak leads to high engine, underhood, component, and more importantly high intake air temps

High intake air temps coupled with forced induction lead to preignition known as ping or spark knock.

Pre ignition leads to holes/erosion in pistons and valve faces.
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Or the other language........."shit ain't gonna work".
 
Mac5005 said:
If I’m my reading comprehension and inferences are correct.

Poor packaging and poor application/product selection leads to heat soak

Heat soak leads to high engine, underhood, component, and more importantly high intake air temps

High intake air temps coupled with forced induction lead to preignition known as ping or spark knock.

Pre ignition leads to holes/erosion in pistons and valve faces.
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^This is exactly what I was getting at. Along with by the time there's been enough timing pulled to be "safe" with the high intake temps you'd been better off with a purpose built Race N/A build.
 
Mac5005 said:
If I’m my reading comprehension and inferences are correct.

Poor packaging and poor application/product selection leads to heat soak

Heat soak leads to high engine, underhood, component, and more importantly high intake air temps

High intake air temps coupled with forced induction lead to preignition known as ping or spark knock.

Pre ignition leads to holes/erosion in pistons and valve faces.
Click to expand...

WARRIORWELDING said:
Or the other language........."shit ain't gonna work".
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Chris_Keziah said:
^This is exactly what I was getting at. Along with by the time there's been enough timing pulled to be "safe" with the high intake temps you'd been better off with a purpose built Race N/A build.
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I wonder if this air to air intercooler I worked in a couple pages back will cool that off.

Screenshot_20210120-123408.png
 
MetalCraftSolved said:
I wonder if this air to air intercooler I worked in a couple pages back will cool that off.

View attachment 336217
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Heat sink is your enemy. Your not going short hot rod burst then shutting down, nor are you gonna be moving to generate air flow Consistently. Fans can only do so much when your just circulating the same dead air.
 
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