What are all the advantages/disadvantages of using a pushrod or pullrod in the design of a F3's suspension?
397640
A pushrod needs not only to be strong enough but also rigid enough not to buckle under compression, and will therefore be heavier than a pullrod.\n\nUnless you make it out of wood, in which case the weight will be about the same in both cases.
448243
minimal. \npower to weight ratio is significantly more important, as is wing design (the "lift" it can generate).\nplacement only concerns the weight distribution.
125233
Yeah, sure those "high performance brakes" will give you an excellent boost in horsepower. Wtf? Add a few stickers, and a really large exhaust pipe, and you'll be drag racing before you know it!\n\nAttempt to reduce the weight of the car, and add performance add-on's to the engine and the exhaust system, so the exhaust can flow faster and more efficiently. The "add-ons" will help you produce more power, but weight is an issue.
953550
see this website :\nhttp://www.hydraulicspneumatics.com/200/FPE/Accessories/Article/True/6443/Accessories
1121223
In hydraulics (actually I think they're pneumatic), you can always develop leaks from excessive force. They are pretty sufficient at completely dampening the engine movement and vibration. There's not much to them except a sealed bladder and a spring. They're also very difficult to install. With rubber mounts, the rubber can dry-rot in about 10 years or less. Unless you pay a pretty price for the hydraulics/pneumatics, I'd stick with rubbers. Cheap parts always have problems.
164413
Disc brakes are much more effective and tend to lasst longer.  The only disadvantage is they are more expensive.
977586
handling would go to the 240sx, its RWD and lite. How many FWD cars are known for good handling COMPARED to RWD. Speed is up to you depends on what you do or want, fwd = understeer/ tourqsteer= lame. Comfort well i dont know. I'm biased towards RWD...
870480
I hope they are becoming less popular... most people believe that suspension is for comfort. Although that is a by-product, suspension is to keep both wheels in contact with the ground for better handling.\n\nVery few people that buy a full suspension bike use it for anything but on the road or smoother trails. Not really a problem at all, but consider this: every time you pedal a full suspension bike the frame flexes. When it flexes it absorbs energy- your energy. So, instead of using your energy to go forward it gets eaten up in the suspension. The average person puts out about 1/4 of a horsepower. Do you want part of this taken away by suspension?\n\nAnyway, the vast majority of FS bikes are set up for people 140 to 170 pounds. If you don't fall within that range then the typical FS isn't for you anyway.
652197
just begining?  you can actually use a road bike, but as you get more experienced, you will want a more aerodynamic bike and form.  a tri bike puts you in more of a foward position with your back parelle to the road.  you use your calfs more in this position (like running on a bike) the low position also keeps you aero (wind is the enemy) thus the bike is also designed to cut through the wind too with shaped tube (teardrop shape versus round) the wheels have aero rims but anything less than 44mm profile has no aerodynamic advantage.  tri bikes tend to be heavier than a serious road bike, and is not designed for climbing big hills.  thus the added weight doesnt matter and some say it is more stable and maintains momentum.  \n\ni know this pro triathalete and he uses a standard road bike because he says that tri bikes use more of the running muscles and that just burns you out for the running leg of the race.  but that him.\n\ncannondale makes affordable\nchek out cervelo and orbea too\ngo used  on ebay.  you can get used high end stuff for the same price as new lower end stuff, and believe me, the high end stuff is lighter and will outlast the cheaper stuff eventhough its used.
866703
The force required to overcome air resistance varies with the SQUARE of velocity. Therefore, the faster a vehicle travels, the more important aerodynamics become. This is why a vehicle with twice the torque and horsepower of an otherwise identical one may still only achieve a top speed which is a few mph (or kph) faster.\n\nOvercoming air resistance is paramount to a F1 team. At speed, their vehicle's cross-section (the profile it presents to the wind) and coefficient of friction (how "slippery" the design is) become the limiting factors of velocity.\n\nRace cars must also be designed to provide some amount of downforce, which helps to keep the tires firmly attached to the pavement during acceleration, deceleration, and turning. Finding the winning balance between these factors is a great deal of what separates good teams from the rest of the field.\n\nExcellent question!\n\nEDIT -\nMatthew G ... they say that imitation is the sincerest form of flattery, but one man's imitation is another's plagiarism. Please don't misrepresent my words as your own.
16183
There are three main advantages:\n1. DOHC engines have a hemispherical combustion chamber. This is a detonation/pinging resistant design so higher compression ratios can be used, yielding more power.\n2. The intake and exhaust cams can be independently adjusted, allowing the power band to be adjusted for the kind of driving you do through the use of adjustable cam sprockets.\n3. The valve train has few moving parts and is light. This allows faster opening of the valves yielding a broad power band.
149534
Ok assuming you are part of the real world and race on the street where they dont have a tree, sorry race chick. There are several things you can do to improve launch i have had a 89 mustang gt and i didnt do alot to the engine at first it was all about suspension and other things to get me off the line faster the first thing i done was put in a trunk mount battery kit to help waight transfer then 40/60 drag shocks fron edlebrock and eiback 1" lowering springs in the rear also i ran a pair of Nitto drag Radials and 3.73:1 rear gears you can email me @ williamb606@yahoo for specifics
778289
Yes the strait cable is the best choice on a racing bike.  A gyro will actually make the brakes much weaker especially if you have a v-brake.  Strait cables are the best choice for racing because they allow direct pull giving you the most powerful stop possible.  Unless you have disc brakes which are pointless and hendering on a bmx bike.
1005994
In my opinion, there are lots of advantages, and few, if any, disadvantages in a compact road frame.  \n\nFirst off, you have more stand-over, so if you do have to step off your bike in a hurry, you run a slightly smaller chance of landing on the top tube.  Secondly, they're lighter.  Not by any large amount (we're talking grams here), since your seat post has to make up for connecting to a smaller frame, but there typically is a very small weight reduction.  Thirdly, they're stiffer, since all the tubes are shorter per a given size frame, which offers better acceleration and overall performance.  \n\nAnyhow, there's my two cents.
82938
keep in mind that they have a lot of effect on your car.  A manifold is often replaced with a header. The issue with headers is 1)  Even Tube and 2) Long tube vs. Short Tube.  The next issue is catalytic converters vs. none vs. high flows.  Another issue is pipe length and diameter.  \nChanging these will have various changes on your car.  It is often misunderstood.  Most people think free flowing = more power = faster.  This is right and wrong at the same time.  These items will also control were your engine makes it's horsepower and torque within its rpm range.  You need to find out how you plan on driving, what transmission (torque (stall) converter setting) vs. standard trasmission, if you plan on racing and what type (stop light to stop light vs. quarter mile vs. rally)  these are all different and require different set ups.
481955
boost controler , hard pipe kit , greddy blow off vale, bigger inter cooler but not to big you will have boost drop with a bigger inter cooler , kn air filter , 3 inch exhuast all the way back , change from a twin turbo to on big turbo like a super 25g is my fav , standalone ems , after all this you will need a new clutch to like a stage3 act is great ,
844172
I could see the wind resistance, but there's several issues that come to mind with being vertical: 1. how does the driver see to drive? Granted, I'm picturing a bob-sled configuration here... 2. It compacts things horizontally, but enlongates the vehicle, especially if there are more than a couple of passengers. Wouldn't t a longer vehicle increase traffic congestion? \n\nNow, getting to your question... 3. I don't think it would be safer in collisions because with a lower profile, there would be the concern of one vehicle going over the other.  Also, compaction from a straight-on collision would drive legs into the body...?\n\nI think for safety, the issue is more about how to reduce compaction and then shock to the body.  Maybe we need a car that has a passenger pod similar to the Anecia baby seat:  http://www.americaninventorspot.com/node/937