SlowerThanYou

Contact: Brian Hilderbrand LVMS Public Relations (702) 632-8231 bhilderbrand@lvms.com March 17, 2014 March 16 Bracket and Jr. Dragster results from The Strip at Las Vegas Motor Speedway Roger Kato of North Las Vegas followed his runner-up finish in the Super Pro class in last month’s season opener by defeating Las Vegas’ Steve Johnson in the final round of eliminations Sunday in the second edition of the 2014 local bracket racing series at The Strip at Las Vegas Motor Speedway. Kato earned the Super Pro title with a pass of 10.065 seconds at 157.39 mph in the final round in his Chevrolet Cavalier while Johnson ran a 9.100 at 156.30. Larry Pittenger of Williams, Ariz., defeated Boulder City’s Jon Irving in the Pro Class final with a run of 10.327 at 129.68. Top qualifier John McLaughlin of Flagstaff, Ariz., took the Sportsman title with a final-round pass of 12.865 at 100.91. Dennis Sacco of North Las Vegas earned the victory in the Motorcycle class, defeating Justin King of Henderson in the final. In Jr. Dragster competition, Cody Garceau defeated Keoki Desa of Las Vegas in the Thunder class and Trey Vetter of Henderson beat Gabrielle Schmidt of Golden Valley, Ariz., in the Lightning class.

Even though we are trying not to go fast. We went 13.64 today @ 88 mph, it's the best ET so far without trying. We only made one change; lowered the base pressure a little. It went faster, but we gave up some reaction time. We will set-up the clutch like the 1st race.

Having some teething issues with new suspension. Out in the 1st round again, hopefully get it figured out soon!

Secret weapon goes to the finals in second points race. We had to settle for 2nd place.

Taking the Secret Weapon & Camaro out for testing today. The second points race is tomorrow. We only made a small adjustment on the SW clutch base pressure. Hoping my son will do well tomorrow. I'll let you all know good or bad.

1st off great job Mike! I have had the opportunity to help Mike with extra tips. With that being said; he has learned a great deal on his own & I'm sure with help from other's also.

Ouch!

It has happened, LOL!

Don't be mad. If everybody minded there own business no information would get exchanged. 7 or 8 lbs. of difference is a big deal off the front end of a drag bike. Along with less rotational weight & rolling resistance.

So you think & you don't do a good job most of the time. Switching from a hub mounted skinny set-up to a spindle mount skinny nets a good drop in weight savings. Yes I know the difference in weight. The weight loss in rotational weight makes a bigger gain/difference than a static weight loss.

I don't know if he's running front brakes or not. This is my experience with needing them. Front/rear brakes are required out here & at most sanctioned tracks. It doesn't mean that there aren't some Tech Inspector's at these tracks that don't have a clue on ATV rules. I have ran most of the tracks out here & not running brakes will catch up to you sooner or later. As for the outlaw tracks I've ran across the country. You can get away with just about anything or nothing depending on how you look at it.

I know a couple of member's that have been well over 120 mph.

I didn't realize this was a slingshot set-up. That would have been good information to have known, did I miss that somewhere? While I have tried to cover different types of lock-ups. The most basic factor for all of them is; you have to create slip using base pressure.

I'm trying to figure out the best way to make sure it's being done right! Can you post up pictures with a little explanation? Have you ran this set-up yet?

Patsi, We are not trying to go fast with this set-up. It's actually faster than we wanted for our race strategy. The class primarily runs on a .400 pro light & the majority of bikes run 8s - high 9s with a few in the 7s. To sit & wait 4-6 seconds on a pro light is a major pain in the ass. I think the bike ran a high 8.30, but was mainly in the 8.40s. Our track & weather equals a pretty high density altitude. When we go to other tracks with any of our race vehicles we pick up an easy reduction of .3 in ET & 2 -4 mph gain. The gearing is stock 14/41 & probably needs around a 15/40 to get the best ET/mph for both 1/8 & 1/4 mile. The tires are our 1/8 mile tires for our fast quad. They are 20x10x10 Hoosiers D10 compound their softest. Too much tire for this bike. LOL! We have them pumped up to 25 lbs. to take away bite. The clutch has a few tweaks used for reaction times, but it uses no lock-up. We have to lower the base pressure just a little more to get where I want it. The best 60' this weekend was a 1.80. We expected to do well with the Secret Weapon strategy, but didn't think it was going to work this soon. We still have 12 points races to go & hope my son gets his 1st Championship!

There seems to be some confusion here. I don't know what your set-up is, but that base pressure should be frying the clutch.

It took us around 3 years to learn the basics of clutch tuning with around 200 runs each year. We have been doing this clutch tuning over 10 years now. With well over 1,000 passes on asphalt, hill shooting & 300'. Plus, we have learned from tuning other peoples quads. I can't give you an exact answer, because it's going to be different for everyone. Tuning is exactly what an individual(s) put into it. It's not just tuning the clutch, it's chassis, carbs, ignition, gears, tires & etc. Some excel at it better than other's. To best answer your question, I'm going to use experience. The novice clutch tuner is going to require more passes than an intermediate tuner. There are very few veteran clutch tuner's & 2 of them are member's here. One keeps his mouth shut on it & the other blabs more information than he should. A veteran can typically figure out the changes in 2 - 5 runs in most cases! I'm not trying to discourage you or anyone else from clutch tuning. A good amount of time has been knocked off from your learning experience if you use this information wisely.

Contact: John Bisci LVMS Public Relations (702) 632-8231 jbisci@lvms.com Feb. 17, 2014 Results from The Strip at Las Vegas Motor Speedway’s bracket-racing series season-opener LAS VEGAS – The Strip at Las Vegas Motor Speedway launched its 2014 local bracket-racing season on Sunday, Feb. 16. Doug Carter of Henderson defeated Roger Kato of N. Las Vegas in the final round of Super Pro eliminations. Todd Ishibashi of Las Vegas took the win in the Pro finale when opponent Garrett Parsons of Monroe, Utah, fouled (“red-lit”) on the starting line. Rick Emanuel of Las Vegas defeated Richard Ariotti of Boulder City in the Sportsman final. Yamaha Banshee-riding Justin King of Henderson defeated Jeff Durfey in the Motorcycle class. Jeff Avitable defeated Michael Kelly in the Duck Race final. The Duck Race is a consolation event for racers eliminated in the first or second round. In Jr. Dragster competition, Cody Garceau defeated Aaron Covington of Las Vegas in the Jr. Thunder class. Jr. Lightning honors went to Josh Gagnon of Las Vegas over David Nickerson of Lake Havasu City, Ariz.

Most of the subjects I bring up now is based from feedback from HQ member's. This is a small part of what I received in a PM. "when i start moving my base spring psi down, What incriments should i move in? 5psi? 10psi? ect." First, I want to comment on moving the spring pressure down. The reason for a baseline is to try pressure changes lower or higher than what you have. I know somewhere in this thread or elsewhere. I stated the vast majority have too much base pressure. You never know until you start making changes. BTW this member did an excellent job of base lining his set-up. Now, what increments do you start to move your base pressure. I would say somewhere in the 10-15 lb. range. That's from the total base pressure weight. That should show a change in the 60' time, good or bad. This is the catch, the closer you get to an ideal base pressure. The smaller increments you want to use, in the 5 lbs. or less range. How do you know when that is? It comes from experience! Any questions, ask away.

We are finally set-up to test the 2nd gear launch with the DMX. All the testing so far has been done using 1st gear launch. Because of using a 1-4 override with manual 5 & 6. We now have converted the quad to total 300' configuration. The final step was having a 1-5 override trans cut. While the 1st gear launch worked very well for the Cub. I think the 2nd gear launch will work better for the DMX. We should find out the end of this month.

Yep, so what? I can spell it out for you if you wish. The motor is a stock rebuild, no porting, welded/trued stock crank, stock trans, stock gearing, stock carbs & struts front/back. It's as you see, nothing but bolt on items. My son has the slips in his truck & he's at work. I will try to remember find the 1/8 mile times. They are on the slips, but we don't pay attention to them. Thanks guys! Yes, consistency is a big factor with our slow or fast Banshee.

This is a quad site, people get all bent out of shape when I start talking about racing other than quads. My focus is my sons, he's taking over where dad has already been. I haven't given up & one of the things left on my bucket list. Is to have both of us win in our classes on the same day. My last win was Labor Day weekend last year. I have plenty of wins left in my lifetime, but not at the cost of me helping my sons.

We are too busy to take photos. I was racing the drag car.

LOL! The track took winner's photo's. Sometimes they post them, most times they don't. They always do a quick write-up on 1st & 2nd place. I will post up information as we get it. Just for information, my son has always done well in points with our full race quad. His best finish was 3rd & that was the year I grounded him from the quad for two races. We are hoping to win a Championship with the secret weapon this year.