Technical

tiretech2

Somehow, we’re all gear heads. We all know what does what, and what makes a car fast… right? The fact is that despite all the theory we can read in books, or find in the FAQ on drifting.com, half the time we don’t even know our cars well enough to properly diagnose the problem. Not only that, the other half of the time theory proves itself to be just that, and then, if you are like me, you will begin to question the very nature of science and resort to various voodoo’s and nonsensical rituals.

My point is that, I have tried and failed many times. Name a book on suspension theory and vehicle dynamics and I’ve probably read it. (I’ve never been much of a drivetrain guy.) I have a degree in mathematics, and I’ve spent many hours trying to figure out what does what, and how. I think about this stuff a lot, and as a result I feel like I have made HUGE advances since I first bolted on springs and shocks and set my car to specs I found on club4ag. Not that this means you should wait on my every word. I made this section just because, such things have been a big part of my car life. I’m not intending for you to agree with me, and I haven’t created this as a reference for anyone.

The writings below are often based on, or a follow up of writings on my previous webpage.  If you are so keen, check them out.

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Ryan still hasn’t returned from his trip to the states, so I haven’t had time to be de-briefed in detail… but via a short conversation he did present something that may be a problem with his current set up.  It is typical for fast auto-x cars to run stupidly large rubber.  An auto-xer can get away with it more so […]

Work Boots or Sneakers

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As I mentioned last week, with RCA’s banned in most SCCA Solo classes, some creativity is required to modify the roll axis on cars like the AE86 after serious lowering. Luckily, in these same SCCA classes, methods of lateral rear axle placement is almost entirely open. That means that relocation and modification of the existing panhard rod is allowed, or […]

Mumford Linkage For Lateral Axle Placement

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Five and a half degrees negative camber.  Did I do it on purpose?  No, that’s actually as positive as my adjustments allow me, with the parts I chose.  Is it fast?  Maybe not.  My braking sure suffers, but surprisingly, it does seem to make good use of the tires in corners.  Soft, narrow, bubbly tires sure help that happen though.  […]

Tire Works

I found this scan hiding on an old external hard drive.  Of course it’s totally irrelevant now… but if your like me you’ll enjoy browsing through it and seeing how things used to be.  The early nineties were an incredible time for AE86 in Japan.

Mukashii AE86 Tune

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Until I bought my car back, I was always saying things like… “In five years I’ll buy an AP1,” or “If Toyota ever made a successor to the AE86, I’d buy it.”  But I’ve recently realized, that’s all bull shit.  I don’t want anything but my AE86. … at least in body. Because as much as I’d like to think […]

A Real Scrub Radius Solution

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Coming from bicycle racing to here… I’m sure I appreciate a commitment to lightness as much as any auto enthusiast. But while I’m all for lightweight wheels, seat brackets, exhaust… lightweight shift knobs are gross.  A little bit of momentum goes a long ways towards pushing through any friction and sticky points in your shifters movement, and really helps you […]

Anti-Weight Savings – Shift Knobs

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One thought on “Anti-Weight Savings – Shift Knobs”

  • Anh

    Skunk2 weighted shiftknobs are available in gunmetal/titanium finish and multiple thread pitches. They weigh in excess of 400grams, retail for $52 USD and look 10x better than that baller Greddy knob. I might buy one myself for my sleeper.