That depends on the load that you apply and the power that's available. The piston is reciprocating weight, what about the rotating weight that you remove?A lightened crank will spin up more quickly, but if it's not balanced with a lighter piston, can produce bad vibrational results.
Don't you think some of that is to keep the CoG down while raising the the spoiler way up in the air when the car hikes? Basically they are using it as a lever to keep the car from flipping over when the car hikes up is how I looked at it.A recent trend in the high horsepower dirt latemodel world is to add a weighted spacer to the left rear wheel when the track gets slick to help traction and slow wheel spinup.
Part of it is to keep weight on the LR even without the chassis hiking up, like would be the case on a very slick track.Don't you think some of that is to keep the CoG down while raising the the spoiler way up in the air when the car hikes? Basically they are using it as a lever to keep the car from flipping over when the car hikes up is how I looked at it.
My understanding is they are bolting lead to the axle tube, using unobtanium axle tubes that are heavier than lead on the LS as well as birdcages an inch thick.Part of it is to keep weight on the LR even without the chassis hiking up, like would be the case on a very slick track.
Then lessening the hit of a big engine.
If you looked at the dynamic weights of a hiked up late model, numbers would look very much like a high cross setup on a kart.
As far a CoG is concerned, much of the added weight is high in the chassis, vs putting a big chunk bolted to the floorpan directly under the driver. Body roll is much of getting dynamic RR weight.
Yes, that also is, or was happening. All in the name of getting enough LR traction to get on the bars, while still getting enough RR traction to drive around the corners. For years, unsprung weight was bad, bad, BAD.My understanding is they are bolting lead to the axle tube, using unobtanium axle tubes that are heavier than lead on the LS as well as birdcages an inch thick.
Maybe the open kart world needs a more high tech chassis design,or a new design tire needs to come into play,considering the laws of dirt physics are trying to be broken.the open races are getting bad,ya run one line with 30 caution laps..i mean look at a flattrack motorcycle they run on 1/10th the contact patch a kart does and they manage to not look like the drunken ice capadesIn the MXer world, flywheel weights are added to the woods bikes to help prevent stalling...14oz or so. On the MX track, the lighter crank helps accelleration to hit the triples... You picks your horses for the courses... This is part of why light reciprocating engines have upset the chassis / tires on corner entry with too much engine braking where the heavier flywheel engine don't as much (but go through rings, etc. more quickly, or rather, are more sensitive to ring leakage.) My solution would be a lighter reciprocating weight with a Hegar sprag hub to keep engine braking from upsetting the chassis....best of both worlds.