Wilwood Prop valve guys...couple questions
#21
Tour de Franzia
iTrader: (6)
Joined: Jun 2006
Posts: 29,085
Total Cats: 375
From: Republic of Dallas
Just get the prob valve and most of this **** does not matter. Please, stop knowing everything their is to know about tracking a Miata, from FSAE and auto-x. We get it, you are Steven Hawking.
#24
I'm definitely not at the same level as most people here. I'm still a noob who just has dreams at this point. I have less than 10 hpde's at this point. However, I do have much experience and local success with autocross but I'm well aware they are two very different beast.
Anyways, I'm just trying to learn. And yes I search that's why my post count is so low. Sorry to have caused trouble.
Anyways, I'm just trying to learn. And yes I search that's why my post count is so low. Sorry to have caused trouble.
#26
This guy knows what he is talking about im running Flying miata BBK not sure i will ever have to mess with brake BS ever with this setup and i have 15+ track weekends on 1 set of pads im not fast but 2:07 at TWS is not slow either. that alone is great justification for the cost long term. Hustler is way faster BTW.
#28
FSAE seems to come up a lot, wonder how many are former FSAE people here.
Biggest brakes you can afford with emphasis on hardware balance rather than prop valve is my take. Prop valve is best in transients. Spreadsheets with applied force, pistons sizes etc are nice though the issue has been figured out by many vendors already.
#29
My question is for the guys who've played with adjusting this thing a lot, I though i read someone who said even with the valve at full rear...it isn't enough to lock up the rear brakes, granted pad, tire compound etc all play a role..but anyone else share there experiences?
TIA!
TIA!
If you take it down to HPDE1 days and get all your braking done in a straight line you wont have any problems. I can see how trail braking would cause an issue but i havent had one... i just ease into it to adjust speed if i went in too hot instead of stabbing
#31
I have the same pads and the bias valve and i can very easily lockup the rear with enough bias. A lot of people fail to take off the OEM bias valve which is where they are running into the problem.
If you take it down to HPDE1 days and get all your braking done in a straight line you wont have any problems. I can see how trail braking would cause an issue but i havent had one... i just ease into it to adjust speed if i went in too hot instead of stabbing
If you take it down to HPDE1 days and get all your braking done in a straight line you wont have any problems. I can see how trail braking would cause an issue but i havent had one... i just ease into it to adjust speed if i went in too hot instead of stabbing
#34
Slightly OT, but brake-bias-related: how does changing the brake bias affect behaviour during trailbraking? Would more rear bias increase the tendency to rotate, or stabilize it? The reason I ask is because my current setup - stock brakes with FM Stage 2 set up to FM's alignment and sway settings - seems very squirrelly if I brake too deep into the corner.
I don't doubt that using more rear brake would give me better braking in a straight line, but I'm afraid as to what might happen if my newb *** brushes the brakes while turning if it's going to oversteer even more than it does while stock.
I don't doubt that using more rear brake would give me better braking in a straight line, but I'm afraid as to what might happen if my newb *** brushes the brakes while turning if it's going to oversteer even more than it does while stock.
#36
Adjusting for rear tire lockup is not the only threshold. More rear brake bias will make the car less stable under braking during corner entry. But as long as it is not too much, it helps with getting the car rotated during trail braking.
This is one big reason why I have cockpit adjustable brake bias. It makes dialing in the instability an easy thing to do while on the track. BTW the bias valve does not have to be mounted on the transmission tunnel. I have a Wilwood cable adjuster which is not just useful for the bias bar dual master style setups. I have a thread about it around here somewhere.
This is one big reason why I have cockpit adjustable brake bias. It makes dialing in the instability an easy thing to do while on the track. BTW the bias valve does not have to be mounted on the transmission tunnel. I have a Wilwood cable adjuster which is not just useful for the bias bar dual master style setups. I have a thread about it around here somewhere.
#37
Link to thread please...
Marc, I think you may be analyzing it too deeply (driving in your helmet) look ahead and let your body do the rest. One of the best things about the Miata is the very easy ability to correct an oh **** moment. Just remember to look ahead at the next corner (not the one you're on) and be smooth with all inputs
Marc, I think you may be analyzing it too deeply (driving in your helmet) look ahead and let your body do the rest. One of the best things about the Miata is the very easy ability to correct an oh **** moment. Just remember to look ahead at the next corner (not the one you're on) and be smooth with all inputs
#38
This is one big reason why I have cockpit adjustable brake bias. It makes dialing in the instability an easy thing to do while on the track. BTW the bias valve does not have to be mounted on the transmission tunnel. I have a Wilwood cable adjuster which is not just useful for the bias bar dual master style setups. I have a thread about it around here somewhere.
#39
Tour de Franzia
iTrader: (6)
Joined: Jun 2006
Posts: 29,085
Total Cats: 375
From: Republic of Dallas
Adjusting for rear tire lockup is not the only threshold. More rear brake bias will make the car less stable under braking during corner entry. But as long as it is not too much, it helps with getting the car rotated during trail braking.
This is one big reason why I have cockpit adjustable brake bias. It makes dialing in the instability an easy thing to do while on the track. BTW the bias valve does not have to be mounted on the transmission tunnel. I have a Wilwood cable adjuster which is not just useful for the bias bar dual master style setups. I have a thread about it around here somewhere.
This is one big reason why I have cockpit adjustable brake bias. It makes dialing in the instability an easy thing to do while on the track. BTW the bias valve does not have to be mounted on the transmission tunnel. I have a Wilwood cable adjuster which is not just useful for the bias bar dual master style setups. I have a thread about it around here somewhere.
Semantics.txt
Last edited by hustler; 01-05-2013 at 11:58 AM.