2012 Hyper Chassis Unveiled

November 03, 2011

The 2012 600cc Hyper Chassis brings us a few personality changes. She may still look the same, but her awakening to perfection has taken an important step.

We are blessed with incredible drivers in our chassis and excellent employees. You see, the pressure is no longer on me to just go out and win races, to make our cars look good. Our drivers take care of that. They have won over 506 races so far this season...pretty impressive. My racing is now focused on testing ideas, trying to prove theories, and many times disprove them.

If you have not read my “Rethink Dirt” paper on this website, please do so to understand some of the theory that is being applied. By the way, I will be adding a lot more information to that paper during the off season.
I have been able to spend much of this season in the R&D department rebuilding, dynoing, and testing shocks. Many of you saw the data acquisition system on my car with 4 shock potentiometers. This data system in combination with some real powerful software allows me to record (200 times a second) and analyze exactly what my car is doing. Shock position, shock speed, shock histograms, roll and pitch angles, and frequency analysis are software tools that allow comprehensive understanding of the suspension.
 
Yea, I know, “enough of the bull crap, tell me what’s changed!”
 
Changes on the 2012 chassis, both for the Panhard bar and Jacob’s ladder cars
  • A dramatically improved shock package, translation: drivability.
  • A left rear bearing carrier that is now repositioned much closer to the sprocket carrier.
  • All cars are also now delivered with the nylon roller wing posts.
This shock package features front shocks that are so different at every piston velocity, to just give them a valving number would do them great injustice. The valving number (i.e. 0.5/2) only describes a range of dampening force at 3 in/sec piston velocity; it tells us nothing about the rest of the dampening speed forces. I now know the shock achieves speeds up to 30 in/sec and it spends 25%-65% of its time below 2 in/sec. Here is a histogram of my shocks.
 
It shows the percentage of time the shock spends at each piston velocity. Velocity is on the left, percentage across the bottom. When the shocks are valved incorrectly the histogram looks radically different and does not have the preferred normal distribution you see in this diagram. I’ll have more on this technology in my next technical paper, stay tuned.
 
The bottom line is, these technology driven designed shocks provide a chassis that has considerably more, what I like to call, drivability. It is more forgiving and predictable in every way. In addition, the car will point into the turn without getting that little tightness, it is tighter throughout the first third of the corner, absorbs bumps better, helps to reduce the bounce or hop that can occur on a wet track, and provides more stability.

These shocks are going to labeled as Hyper LF, Hyper RF, the Right rear is now a  B376-4/4, 4-2 (or a 375/4, 4-2 for the non adjustable) and the Left Rear is a B376-2/2, 8-2.



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