The building of AMS TA X! BACK ON TRACK!
Dec 16, 2008, 08:13 PM
#182
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Pushrod (Shane-o-mac) and I have been hard at work on TA-X. We removed quite a bit of material already and have plenty more to go. Hopefully Rich can get some pictures up of the progress soon.
Like I stated before, the X is a TANK!!! The B pillars are FIVE separate layers. There is SOOOOoooooo much extra metal in this chassis over the 8/9.
Like I stated before, the X is a TANK!!! The B pillars are FIVE separate layers. There is SOOOOoooooo much extra metal in this chassis over the 8/9.
Dec 16, 2008, 08:33 PM
#184
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ivan... i heard you like del taco....
if you ever come down to vegas we'll go.. cause i luv it too...
taX was already insane... now its just getting nasty
if you ever come down to vegas we'll go.. cause i luv it too...
taX was already insane... now its just getting nasty
Dec 17, 2008, 09:08 PM
#186
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I haz a few questions.
Is it the combo of cubic dollars/engineering availability that limits current time attack AWD cars at the common 285/30/18 size?
Meaning, in a bench racing perspective, wouldn't you want to get maximum tire on the pavement for the most mechanical grip? IE: Hoosier A6 345/35/18 on an 18x13 wheel (Or 335/30/18 in other brands)? And wouldn't that extra 2.5 inches of contact patch per corner equal atleast 1-1.5 seconds per minute????
TY
Is it the combo of cubic dollars/engineering availability that limits current time attack AWD cars at the common 285/30/18 size?
Meaning, in a bench racing perspective, wouldn't you want to get maximum tire on the pavement for the most mechanical grip? IE: Hoosier A6 345/35/18 on an 18x13 wheel (Or 335/30/18 in other brands)? And wouldn't that extra 2.5 inches of contact patch per corner equal atleast 1-1.5 seconds per minute????
TY
Dec 17, 2008, 09:18 PM
#187
There comes a point where adding contact patch slows you down. When you do not have enough power to push those hunks of meat down straighaways, adding lateral grip is not really of much benefit.
To rationalize 345s on each corner of an evo i would reckon to guess you would need 800-1000+whp to make it necessary, at that point you are not driving a track car but a drag car...
Scorke
Dec 17, 2008, 09:40 PM
#188
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NO.
There comes a point where adding contact patch slows you down. When you do not have enough power to push those hunks of meat down straighaways, adding lateral grip is not really of much benefit.
To rationalize 345s on each corner of an evo i would reckon to guess you would need 800-1000+whp to make it necessary, at that point you are not driving a track car but a drag car...
Scorke
There comes a point where adding contact patch slows you down. When you do not have enough power to push those hunks of meat down straighaways, adding lateral grip is not really of much benefit.
To rationalize 345s on each corner of an evo i would reckon to guess you would need 800-1000+whp to make it necessary, at that point you are not driving a track car but a drag car...
Scorke
GT2: 911 GT3 RSR, 465hp, 18x11F, 18x12.5R, 2684lbs
GT1: C6R 500hp, 18x12.5F, 18x13R 2400lbs
Both of which use huge Pirelli/Michelin radial slicks, have less hp, and are heavier then the top unlimited AWD machines.
Especially since some of the Unlimited cars in the RTA could qualify for the Daytona Prototype field (18x12.5R), wouldn't their lack of downforce, equal weight, and higher power figures have the ability to heat up a 335+ Hoosier A6 type compound? And, wouldn't the trade off of rougly 10-12lbs per corner (wider wheel + tire combo) be made up with more mechanical grip in corners?
TY
Dec 19, 2008, 07:03 PM
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Dec 19, 2008, 07:07 PM
#191
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Excellent point Scorke.
GT2: 911 GT3 RSR, 465hp, 18x11F, 18x12.5R, 2684lbs
GT1: C6R 500hp, 18x12.5F, 18x13R 2400lbs
Both of which use huge Pirelli/Michelin radial slicks, have less hp, and are heavier then the top unlimited AWD machines.
Especially since some of the Unlimited cars in the RTA could qualify for the Daytona Prototype field (18x12.5R), wouldn't their lack of downforce, equal weight, and higher power figures have the ability to heat up a 335+ Hoosier A6 type compound? And, wouldn't the trade off of rougly 10-12lbs per corner (wider wheel + tire combo) be made up with more mechanical grip in corners?
TY
GT2: 911 GT3 RSR, 465hp, 18x11F, 18x12.5R, 2684lbs
GT1: C6R 500hp, 18x12.5F, 18x13R 2400lbs
Both of which use huge Pirelli/Michelin radial slicks, have less hp, and are heavier then the top unlimited AWD machines.
Especially since some of the Unlimited cars in the RTA could qualify for the Daytona Prototype field (18x12.5R), wouldn't their lack of downforce, equal weight, and higher power figures have the ability to heat up a 335+ Hoosier A6 type compound? And, wouldn't the trade off of rougly 10-12lbs per corner (wider wheel + tire combo) be made up with more mechanical grip in corners?
TY
Dec 19, 2008, 07:10 PM
#192
Excellent point Scorke.
GT2: 911 GT3 RSR, 465hp, 18x11F, 18x12.5R, 2684lbs
GT1: C6R 500hp, 18x12.5F, 18x13R 2400lbs
Both of which use huge Pirelli/Michelin radial slicks, have less hp, and are heavier then the top unlimited AWD machines.
Especially since some of the Unlimited cars in the RTA could qualify for the Daytona Prototype field (18x12.5R), wouldn't their lack of downforce, equal weight, and higher power figures have the ability to heat up a 335+ Hoosier A6 type compound? And, wouldn't the trade off of rougly 10-12lbs per corner (wider wheel + tire combo) be made up with more mechanical grip in corners?
TY
GT2: 911 GT3 RSR, 465hp, 18x11F, 18x12.5R, 2684lbs
GT1: C6R 500hp, 18x12.5F, 18x13R 2400lbs
Both of which use huge Pirelli/Michelin radial slicks, have less hp, and are heavier then the top unlimited AWD machines.
Especially since some of the Unlimited cars in the RTA could qualify for the Daytona Prototype field (18x12.5R), wouldn't their lack of downforce, equal weight, and higher power figures have the ability to heat up a 335+ Hoosier A6 type compound? And, wouldn't the trade off of rougly 10-12lbs per corner (wider wheel + tire combo) be made up with more mechanical grip in corners?
TY
Also the fact that they are built for those classes from the ground up, the tire dictates everything around it in most professional race arenas.Scorke
Dec 19, 2008, 07:15 PM
#193
HKS TRB-02 fastest evo on a road course, pretty much without question spec list.
Tire & Size-YOKOHAMA A048 F265/35-18 R265/35-18
Wheel & Size-ADVAN RG II F18 x 10 R18 x 10（Autosalon spec.）
That car is carbon body, no detail over looked, yet they run 265's..... and it is the fastest evo around a road course on the planet bar none( maybe AMS can out-do them).
Ivan pretty much wrappet it up tho.
Scorke
Tire & Size-YOKOHAMA A048 F265/35-18 R265/35-18
Wheel & Size-ADVAN RG II F18 x 10 R18 x 10（Autosalon spec.）
That car is carbon body, no detail over looked, yet they run 265's..... and it is the fastest evo around a road course on the planet bar none( maybe AMS can out-do them).
Ivan pretty much wrappet it up tho.
Scorke
Dec 19, 2008, 07:20 PM
#194
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I am sorry that Rich did not get any pictures up this week. We have made HUGE progress with the chassis. With the help of Shane, I have got the "Tank" pared down to a "Light Armor Vehicle" We took a lot of unneeded metal off the shell and it is nearly prepped for the cage. Justin has already made floor plates and the main hoop and is working on the rear hoop supports. We have a pretty clear idea of the mods we will be doing and design and implementation of the mods is mostly sorted out. The finalized car should be pretty bad ***!!
I am excited about going to work every day and come home dog tired. It is a lot of work but it will all be worth it in the end.
I am excited about going to work every day and come home dog tired. It is a lot of work but it will all be worth it in the end.
Dec 19, 2008, 08:10 PM
#195
I say you have one LOCKED thread that can only be added to or updated by AMS that shows all the updates. There can be another PUBLIC thread for discussion and to cross-post pix and such. That way those of us trying to keep up on your build don't have to wade through page after page of "SWEET!" and "That looks FAST!" b.s. . .
EVOlutionary