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Found 5 results

  1. Why do all cars have a fifth link on the rear axle, but none have a sixth link?
  2. It doesn't seem that long ago that Watts linkages were in reasonably common use for lateral location of the rear axles of F1s. But now, I can't think of a single car currently using one, or remember the last time I saw one. I'm almost certain that the first F1 built by Andy Smith had a Watts linkage under the rear, but that was nearly 20 years ago. So why have panhard rods taken over? Are they stronger? Simpler? Cheaper? Or do they just give an advantage? A Watts linkage makes the axle move vertically under suspension travel, whereas a panhard rod gives the axle some slight lateral movement as the mounting point on the axle follows an arc.
  3. Bert Finnikin's Lintern car from the early 1990s had, according to the signwriting on the air filter cover, a Chevy 541 Stroker under the bonnet. At the time, I didn't know what this meant, so I asked a few questions, and the "Stroker" referred to a stroker kit that the engine had been fitted with, to give it a longer stroke. It might have been my imagination playing tricks on me, but at the time it did sound like it revved lower than most other cars out there. However, it seemed that before many others had cottoned onto having a long stroke big block, the high-revving small blocks arrived on the scene and the days of the big block on tarmac were numbered. The last I heard, Bert's 541 was with Will Yarrow and was now measuring about 580 cubic inch. I realise I might be asking for the keys to the cupboard containing the Holy Grail here, but anyway... It's pretty well known that a major factor in an engine's performance is the bore to stroke ratio. i.e. the diameter of the cylinder ("bore") compared to how much the piston moves in the cylinder ("stroke"). Engines with a shorter stroke will rev higher (e.g. F1 GP cars). A longer stroke will give more torque at lower revs. I'm guessing now... more torque will be handy coming out of the bends, and higher rpm will be handy down the straights. So, the questions... 1. What is the optimum bore to stroke ratio for short oval racing? 2. If you bore an engine out to increase the displacement (and hence the bore), do you also alter the stroke to maintain the bore to stroke ratio, or is that part of the reason for boring it out?
  4. I know that new drivers start at the back but noticed 285 at the back yesterday who is hardly new. What is the rule? Assuming the reason for the rule is to keep novice drivers out of the way and allow them some lap time, I'm amazed it applies to the final. To qualify for the final, they have effectively done so from SS grade so why not let them go from the front?
  5. EVERYTHING YOU EVER WANTED TO KNOW Way back in the mists of time, when it was only a quid to park at Belle Vue, Stoxnet had a feature called EYEWTK - Everything You Ever Wanted To Know. Questions were asked, and the Stoxnet massive would share their collective knowledge. It was all very friendly and informative. The archive of previous questions can be found here. So if you've got some burning question (preferably about F1 stock cars, for anything else, try Google or see your GP) then ask away! For instance... why do they have different sized wheels, are diesel engines allowed, where exactly would you insert a threaded insert, why don't F1s have a handbrake.... Just post your questions below, and at some point one of Stoxnet's highly efficient, intelligent, charming, ludicrously rich, and devastatingly handsome administrators will collate the questions and answers together. Or if Chris and Kay are busy, I'll do it.
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