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so if the roll center doesn't indicate anything in the way of where the car rolls, then why does it exist as a data point? what does it indicate?

[ But you tilt the ground back just a few degrees and whala! The forces have been completely separated again. ] if you look at it that way, then in order for your unicyclist to NOT slide off the track into the trees, he will have to lower the total input force of the tire.

peak torque at the engine doesn't mean diddley. measure it at the wheels. staying in 1st gear longer means more use of the 1st gear ratio, which will go leaps and bounds beyond what the engine is capable of in 2nd gear. the only way you'd lose enough torque at high rpm's is either by maxing...

oh, i see. Excel uses radians by default. how clever. using computer software to simplify things...... ok, so the formula works. on my 61.75" track, 108" whlbase camaro, i'd need roughly 46 degrees of steering to pull a 10yd turning circle. ouch.... anyone know off-hand what maximum steer...

i get some pretty wacky results using your formula, Greg. also could you clarify "average steer angle"? i'm assuming that means the average of the driver and passenger side angles, but you know what they say when you ASS-U-ME. is there a typo in there somewhere?

i'm with you, bud. i use "exponential" the same way- when the numbers start to run away from themselves up the graph. i guess we'll have to straighten up, be serious, and start calling it an "increasing slope" situation.... or the "inverse property of diminishing returns". that has a nice...

www.theoldone.com Larry Widmer does this to honda motors, it's in the archives somewhere....

what exactly do you mean by "avoid a mechanical solution"? any time the ECM ups the idle (A/C for instance, or transmission engagement, or PSPS signal, etc... ) it uses the IAC. easy way might be to tap into the A/C or PSPS lines and use that- i have no idea how much extra current you'd get...

GM calls this the "IAC"- Idle Air Control Valve. it's just a stepper motor, but the computer gets fussy if it loses track of where the valve is. the ECM is smart enough to use the PRNDL switch to tell the difference between Park and Drive, so i'm sure you could interface the charging system...

http://www.hotrodstohell.net/cars_from_hell/P9270022.jpg that's a kit sold by hotrodstohell, but the geometry is way off from what you show there. i've read that angling the front links together brings the binding/torsion down to an acceptable level. i haven't found any good information about...

are you referring to the "truck-arm" suspension that Winston Cup cars use? if so, i can't add anything except that a lot of people really like them for cornering on high performance street cars. the most common remark is that they hook sooner coming out of the corner.

i'm willing to archive and host webpages for any data you guys can collect. i've got 20MB on fbody.com and nothing to use it for. i just hope we get enough information to be useful.

soak 'em all.

also, Mark Williams has a "Supra-Fin" micro polishing service, although i have no impartial data about it. i would like to know more about straight cut differential gears, as G-Lo mentioned. i've heard of hypoid and spiral cut, but not straight cut.

i thought they might be flat cranks, but then the firing order would have to be in pairs, and i didn't think they'd notate that as an 8-digit string in a book. anyway, after MetalGuy's post, i realized that i have all four front cylinders firing together, 1432, which is probably very bad for...

Greg- the second order you posted works out to be the same as the Nailhead, but the other two don't work on 90* V8s. maybe they're for straight-8's?

guess i should clarify.... i use the chevy cylinder pattern, for no good reason other than that's the one i learned first. so i translate anything i find into that. i.e. the old Buick nailhead engines (401 & 425) number cylinders the way chevy does, but opposite- odds on passenger side...

yes, but when you translate the Ford numbers into Chevy-speak, they come out the same- older 302's & 289's have the same order as SBC's, and the 302HO's/351W/4.6 have the same as the LS1. thanks for the ref's Greg, i'll play with those tomorrow when i'm not so sleepy...... zzzzzzzz.......

ahhh.... thank you, i hadn't even considered the crank twisting.

american "reg'ler" V8 engines used a firing order of 18436572 for years. now on the Gen III motors, GM has "invented" the 18726543 firing order, despite the fact that ford has been using it since '88. GM claims 7% less crankshaft stress by "moving" 4 of the 8...