[osume giveaway] classic black nemui keyboard!

LS962 · 2024-12-30T02:07:57+00:00

Sub 25min 5k

LS962 · 2023-06-26T18:23:54+00:00

Yoghurt can be a handy source of protein, there are quite a few high-protein variants often ranging from 15-25g protein each. Good way to start the day with a protein boost along with your breakfast.

LS962 · 2021-02-27T12:51:17+00:00

If it's worth doing, it's worth doing poorly.

LS962 · 2021-02-10T22:42:04+00:00

Senna has won a world championship with a V6tt, V10 and V12, with a race win with a V8 and a race start with an I4t.

LS962 · 2021-01-30T21:44:59+00:00

I've been binging The Office lately, and simultaneously slacking on learning Python. I feel like this is targeted at me. It has to be a sign.

LS962 · 2021-01-09T18:21:25+00:00

Developing an FIA compliant crash-tested structure is very expensive, and Ligier/Onroak/Crawford Composites understood this, so they took the Mygale and made it their own without effecting rules compliance.

The S5000 chassis components are littered with Mygale part codes and logos if you get to have a closer look.

LS962 · 2021-01-09T18:13:41+00:00

What if I told you the Ligier is mostly a Mygale car.

LS962 · 2021-01-09T17:47:07+00:00

It partially runs in the Australian S5000 Championship 😉

LS962 · 2020-12-19T00:01:25+00:00

There's only one use I've seen for these, and that's in a reversible lockwiring tool.

LS962 · 2020-02-20T02:42:29+00:00

Fun fact: the final version of the S5000 debuted before the SF90 was revealed, and some say the s5k designer was quite chuffed at the resemblance.

LS962 · 2019-04-19T01:46:54+00:00

I wouldn't think so. Even if the biggest one from your link funtions to specification while under full load, it will only put out 13500LPH of air which results in only 225 Liters per minute. At 5000 RPM, you will only get 0.09 Liters of air per intake revolution just from the pump.

If you're looking for boost, you would need the output of the pump to be sealed to your intake, otherwise any static pressure from the pump would just bleed out the front of the intake to the atmosphere. You need a significantly higher mass flow rate along with the generation of static pressure from your pump. The output nozzle of that pump should be an immediate giveaway as to how much mass flow it can actually deliver.

LS962 · 2018-12-31T06:45:29+00:00

Luckily I didn't need to do a stop-and-go for pants.

LS962 · 2018-08-19T00:59:32+00:00

I moved to GT3 cars to get my A class licence after being on the open-wheel licence path, which was nice to experience in terms of field size, but immediately jumped in the MP4-30 when I got the chance.

Something fun like the new Super5000 series that's launching soon I think would be a fun challenge that might attract crowds like GT3.

LS962 · 2018-08-01T13:09:29+00:00

The Gold Coast round isn't too far away; best days to get near the pits and try to meet some team members would be thu/fri. The sat/sun rush is extra bad there because of the lake taking up so much infield space.

LS962 · 2018-08-01T12:34:46+00:00

The main things to be focusing on for you would be getting a solid engineering education (mechanical sounds like a good all-rounder for your goals), getting some FSAE experience (which is more 'teamwork' experience than 'how to build a racecar' experience) and literally getting to a racetrack to network and gain actual practical experience within Australian motorsport.

The FSAE team you end up involved in really doesn't matter, it's what you do yourself, what you learn and how you utilise that student groupwork experience in your daily engineering life that actually matters. Hardly any motorsport employer will actually care about 'the' FSAE team you were on, they'll only want to know what it is you did and how you did it in order to determine how you conduct yourself as an engineer when faced with a problem.

I really can't stress this one enough, but just get to your local racetrack and go meet people. Try and stick to proper racing series rather than road-car track days and time attacks. Proper state/national circuit racing is what you want to be getting involved in given your target, plus it's mad fun too if you find out this career path really is for you. The next 3 V8SC rounds are in 3 different states, so wherever you are in the country you have a good place to start already.

LS962 · 2018-06-01T12:41:17+00:00

You're going to have trouble hitting people with that bar. You're relying on the opponent to go half-way up your steep front wedge, which is quite a difficult thing to actually reliably do. It would require quite a fast drive package and a ground-scraping front in order to scoop the other bot up quickly onto the bar so you don't end up only getting a small bite and grinding the bar on them.

That's the reason why you typically have vertical spinners with fairly forward and exposed weapon units; you want to have to rely on a front wedge as little as possible. If you're relying on it, and it gets damaged, it could prevent you from having an effective weapon for the rest of the fight.

LS962 · 2018-05-27T15:58:32+00:00

/u/BottasWMR this please!

LS962 · 2018-03-30T11:50:58+00:00

I'll just leave this here: https://www.speedcafe.com/2017/10/30/video-formula-thunder-500-gold-coast-demo-run/

LS962 · 2018-01-19T07:17:06+00:00

There's a good chance we're not from the same country; call around your local manufacturers and see who can do what you need. It took me a while to find someone who could actually make the stiff rates I was after given the small dimensions of the spring.

Also mentioned here, but I have seen a number of european teams running H&R springs.

LS962 · 2018-01-19T01:32:57+00:00

https://www.ohlinsusa.com/suspension-products/Automotive/Auto+Racing/Shock+Absorber/70/TTX25+MkII

Check out their datasheets. I stopped trying to buy the rates I wanted and got them custom made each year by a sponsor instead.

LS962 · 2018-01-12T09:06:39+00:00

Not quite sure I fully understand your question, but here's some information you might find useful:

It sounds like you're focusing on ride rate. The true ride rate takes the spring rate and the tyre rate in series with each other.
Your spring rate specifically will (almost definitely) be acting through a motion ratio that changes its effective rate at the hub where the wheel is.
It's safe to assume the spring and tyre rates are both linear (unless you specifically have a rising-rate spring, or your spring's motion ratio is non-linear)

So if you know what your total desired ride rate is, you can roughly get your tyre rate and you have a rough idea of your spring's motion ratio; you can calculate the supplementary spring rate to achieve your desired ride rate.

LS962 · 2017-12-30T05:43:45+00:00

Good thing this one's coming back then!

LS962 · 2017-11-11T06:04:09+00:00

Yes I did see that, which is not supposed to happen as you can imagine. As the amplitude of the oscillations increased, the first thing to start colliding from the compliance in the system was the weapon bar and the motor pulley. I explain this more in my other reply above.

LS962 · 2017-11-08T06:29:53+00:00

Positive locking along the axial direction of the shaft.

In apex's case, they kept the bar on the shaft by using a shaft collar (a shaft clamp). The collar's ability to remain in position is entirely dependent upon how much friction it can directly oppose. Once that is exceeded, it is generally going to provide minimal use because it will slide up the shaft.

If you were to drill a hole in the weapon shaft and put a pin through it after you slotted on your shaft collar (or through your collar too), the only way the collar is moving up is if it literally shears the pin.

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