Fontana Nissan Racing -- New Product Teasers!!!
08-28-2009, 10:43 AM
#26
1st part joke,
2nd part I wish you could for more accurate numbers. Im wondering if any of the big car manf. have something like this.
Perhaps a wireless dyno system that could be installed inside a wind tunnel. Is this possible?
2nd part I wish you could for more accurate numbers. Im wondering if any of the big car manf. have something like this.
Perhaps a wireless dyno system that could be installed inside a wind tunnel. Is this possible?
Last edited by GeauxLadyZ; 08-28-2009 at 11:15 AM.
08-28-2009, 03:05 PM
#27
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I have an easy way to borrow wind tunnel time and dyno time.
Build a car to run with a major sanctioning body. Send away one of your spare engines for approval before you race. Run a few races then if your lucky the sanctioning body will “invite” you to test in a wind tunnel, usually in the middle of the night. If you are really lucky at the end of a race weekend they stop by and seal your engine require you to remove it and let them take it away. Then you get to change all your travel plans, meet up with your engine in Concord NC and spend four days hanging around with a bunch of engine builders waiting for them to run your engine and then get into heated discussions about who has what. The up side of hanging around in Concord is they give you a real nice tour of NASCAR’s technical center.
Jackson
Build a car to run with a major sanctioning body. Send away one of your spare engines for approval before you race. Run a few races then if your lucky the sanctioning body will “invite” you to test in a wind tunnel, usually in the middle of the night. If you are really lucky at the end of a race weekend they stop by and seal your engine require you to remove it and let them take it away. Then you get to change all your travel plans, meet up with your engine in Concord NC and spend four days hanging around with a bunch of engine builders waiting for them to run your engine and then get into heated discussions about who has what. The up side of hanging around in Concord is they give you a real nice tour of NASCAR’s technical center.
Jackson
08-29-2009, 10:13 AM
#29
I have an easy way to borrow wind tunnel time and dyno time.
Build a car to run with a major sanctioning body. Send away one of your spare engines for approval before you race. Run a few races then if your lucky the sanctioning body will “invite” you to test in a wind tunnel, usually in the middle of the night. If you are really lucky at the end of a race weekend they stop by and seal your engine require you to remove it and let them take it away. Then you get to change all your travel plans, meet up with your engine in Concord NC and spend four days hanging around with a bunch of engine builders waiting for them to run your engine and then get into heated discussions about who has what. The up side of hanging around in Concord is they give you a real nice tour of NASCAR’s technical center.
Jackson
Build a car to run with a major sanctioning body. Send away one of your spare engines for approval before you race. Run a few races then if your lucky the sanctioning body will “invite” you to test in a wind tunnel, usually in the middle of the night. If you are really lucky at the end of a race weekend they stop by and seal your engine require you to remove it and let them take it away. Then you get to change all your travel plans, meet up with your engine in Concord NC and spend four days hanging around with a bunch of engine builders waiting for them to run your engine and then get into heated discussions about who has what. The up side of hanging around in Concord is they give you a real nice tour of NASCAR’s technical center.
Jackson
Wow, thats pretty amazing...i take it those things are few and far between. Lol, sounds like a "special society" thing.
08-30-2009, 11:03 AM
#31
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I would love to get a hold on some of those parts you guys are running. So much in fact i have been putting off reaseambly of my car for a few key items and body parts, to see if your going to produce any for the public.
09-29-2009, 05:15 AM
#36
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In the next few months Fontana Nissan Racing will be making available many of the race proven solutions we have been using on our race car.
The parts in the works right now are:
-- Rear Monoball Kit
-- Billet Lower Control Arm
-- Billet Front Upper Control Arm
-- Rod End Type Rear Suspension Links
-- Race Proven Wind Tunnel Tested Louvered Front Hood.
The parts in the works right now are:
-- Rear Monoball Kit
-- Billet Lower Control Arm
-- Billet Front Upper Control Arm
-- Rod End Type Rear Suspension Links
-- Race Proven Wind Tunnel Tested Louvered Front Hood.
Thanks,
Az
09-29-2009, 07:16 AM
#37
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Also, if you haven't seen my other thread, our new flywheel/clutch combo package is now available!
Scott
09-29-2009, 07:24 AM
#38
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You mentioned weight and performance .. could you please be more specific.
Thank you,
Az
PS: I like the woodward steering column with the 9" bracket holding the Motec ADL :-) I have the same .. hehehe
09-29-2009, 09:22 AM
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The reasons we have built racing lower control arm are as follows.
Racing the 350Z in Grand-Am in both the Koni series and Rolex and the recent development running the car in Redline Time Attack we found a few deficiencies with the standard lower control arm.
1. It has a large rather compliant rubber bushing on the inboard end.
2. The inboard rubber joint has inherent bind in both rotation and fore and aft movement
3. The fore aft movement of the arm means a solid type bushing is not useable
4. The rubber bushing at the shock attachment point allows the arm to rotate from the forces imparted from the sway bars offset mount. The sway bar effectiveness is greatly reduced.
5. When running the car at the low ride heights we run in racing the front camber is extreme the upper control arm if adjustable can not be lengthened enough because it will hit on the “bucket” it travels up into (about + ½ deg.)
6. The standard arm was proving to be unreliable. Failures of the inboard rubber joint and the sway bar attachment point have occurred in the past.
The billet aspect of the arm is a convent way for us to fabricate a replacement arm that is sellable to racers. We could modify a stock arm as we have done in the past but one off modification of stock parts is generally more expensive than building a run of new parts.
The new arm addresses all of the above concerns in the following ways.
1. Inboard we use a rather robust rod end style joint. The joint allows nearly bind free movement in all needed directions.
2. The rod end style joint allows for proper camber adjustment at all ride heights.
3. Stock type sway bar links can be used. The attachment point is much stronger than stock.
4. Racing type sway bar links can be used on the center of the arm in double shear. This greatly reduces the rotational forces from the sway bar.
5. A solid type shock bushing is used to help control rotation of the arm.
6. The smaller profile of the inboard joint allows easier relocation of the inboard pick up point.
Racing the 350Z in Grand-Am in both the Koni series and Rolex and the recent development running the car in Redline Time Attack we found a few deficiencies with the standard lower control arm.
1. It has a large rather compliant rubber bushing on the inboard end.
2. The inboard rubber joint has inherent bind in both rotation and fore and aft movement
3. The fore aft movement of the arm means a solid type bushing is not useable
4. The rubber bushing at the shock attachment point allows the arm to rotate from the forces imparted from the sway bars offset mount. The sway bar effectiveness is greatly reduced.
5. When running the car at the low ride heights we run in racing the front camber is extreme the upper control arm if adjustable can not be lengthened enough because it will hit on the “bucket” it travels up into (about + ½ deg.)
6. The standard arm was proving to be unreliable. Failures of the inboard rubber joint and the sway bar attachment point have occurred in the past.
The billet aspect of the arm is a convent way for us to fabricate a replacement arm that is sellable to racers. We could modify a stock arm as we have done in the past but one off modification of stock parts is generally more expensive than building a run of new parts.
The new arm addresses all of the above concerns in the following ways.
1. Inboard we use a rather robust rod end style joint. The joint allows nearly bind free movement in all needed directions.
2. The rod end style joint allows for proper camber adjustment at all ride heights.
3. Stock type sway bar links can be used. The attachment point is much stronger than stock.
4. Racing type sway bar links can be used on the center of the arm in double shear. This greatly reduces the rotational forces from the sway bar.
5. A solid type shock bushing is used to help control rotation of the arm.
6. The smaller profile of the inboard joint allows easier relocation of the inboard pick up point.