Calculate gearing changes based on windspeed?

  • Thread starter Thread starter Kometes
  • Start date Start date
  • Tags Tags
    Gearing
AI Thread Summary
The discussion focuses on calculating gearing changes in a race car based on wind speed, specifically how to adjust gear ratios to compensate for headwinds. A participant seeks equations to determine how many teeth to reduce on the final gear ratio when facing a 5 km/h headwind, emphasizing the impact of aero drag on top speed. Another contributor cautions against altering final drive ratios due to potential negative effects on cornering performance, suggesting that adjustments should be limited to top gear. The conversation highlights the importance of balancing gearing changes with track conditions and vehicle performance. Ultimately, the goal is to optimize speed while considering the variability of wind conditions.
Kometes
Messages
3
Reaction score
0
Hi All,

I'm looking for a set of equations to allow me to calculate gearing changes based on a known tail/head wind speed, anyone got any starting points? 4 speed transmission and a fixed engine output.

Cheers,
 
Engineering news on Phys.org
In what context? Road car, racing, etc? The changing of actual ratios in the box or shift points?
 
Race car and changing the actual ratios. For example, car has w,x,y,z gear ratios in so that the engine is hitting the limiter at the end of a straight, if it then gets a 5km/h head wind I'd like to be able to work out how many teeth I'd need to go down on the final gear (z).
 
Since you're mainly fighting aero drag but hopefully still accelerating (depending on the class and track), your potential top speed will be down by about the same amount as the head wind. Knock off half the percentage difference (200 km/h vs 195 km/h for example) and start with that.

Personally, I'd be careful about changing final drive ratios to compensate for somewhat unreliable wind conditions at the risk of messing up corner exit performance at other places on the track. Unless you have extremely long straights, you might end up being slower.
 
Thanks for the reply Mender. It'd mainly be for top gear and there's few corners where you're maxed out in top gear so it should be fine.
 
Sounds like you're talking about changing the ratio of fourth gear and not the final drive ratio (diff), right? If so, ignore my comment!
 
Posted June 2024 - 15 years after starting this class. I have learned a whole lot. To get to the short course on making your stock car, late model, hobby stock E-mod handle, look at the index below. Read all posts on Roll Center, Jacking effect and Why does car drive straight to the wall when I gas it? Also read You really have two race cars. This will cover 90% of problems you have. Simply put, the car pushes going in and is loose coming out. You do not have enuff downforce on the right...
I'm trying to decide what size and type of galvanized steel I need for 2 cantilever extensions. The cantilever is 5 ft. The space between the two cantilever arms is a 17 ft Gap the center 7 ft of the 17 ft Gap we'll need to Bear approximately 17,000 lb spread evenly from the front of the cantilever to the back of the cantilever over 5 ft. I will put support beams across these cantilever arms to support the load evenly
Thread 'What's the most likely cause for this carbon seal crack?'
We have a molded carbon graphite seal that is used in an inline axial piston, variable displacement hydraulic pump. One of our customers reported that, when using the “A” parts in the past, they only needed to replace them due to normal wear. However, after switching to our parts, the replacement cycle seems to be much shorter due to “broken” or “cracked” failures. This issue was identified after hydraulic fluid leakage was observed. According to their records, the same problem has occurred...
Back
Top