'That's not Andre' - Everyone ✅ Building a fast car? Get $400 OFF the all-inclusive VIP online course package deal: hpcdmy.co/vipy112 🛠 Learn to make awesome custom parts for your own projects. 50% OFF your first fabrication course: hpcdmy.co/offery112 🔥Massive shoutout for the supplied racing footage to some legends here and here, plus the Genright and Mickey Thompson crews tagged above 😎 instagram.com/jordanpellegrino/ instagram.com/jamipellegrino/ TIME STAMPS: 0:00 - Dobry Designs 0:20 - What Is King Of The Hammers? 1:22 - LS7 Based Engine 2:02 - Heat Management 2:30 - Cooling Removed for KoH 2:59 - Dry Sump System 3:46 - Oil Pressure 101 4:56 - Drivetrain 5:36 - Why Independent Suspension Over Solid Axle? 7:46 - Double Wishbone 8:48 - Height and COG 10:12 - Multi-link Rear 10:50 - Rod Ends 11:42 - 'Rod Ends In Bending' - Explanation 12:45 - Fatigue A Large Design Consideration 13:03 - 40" Mickey Thompson's 14:43 - Free Lessons
Watching Connor, I was thinking "a real kiwi chap" - but then I realised he wasn't wearing a black singlet - thought about a limited run of HPA singlets?
Cheers Ryan! Appreciate the support! This was Connors last interview at his first event doing them so he will get smoother and smoother from here out too 😎 - Taz.
Cheers mate, we do too! If Sam is keen to pop on the podcast I think he'd be a really great guest so you might have some more Ultra4 goodness from him soon there too if he's keen - Taz.
Andre doesn't ask about brakes too often, but it runs a MoTeC ECU and R1 Performance Brakes with 14” rotors and 4 piston BBK calipers I believe. It depends how much info I can find at the time as well as how much space is left character limit wise, but sometimes the description has a few more specs than the video too, even for Andres interviews. The Papadakis one for example recently does. Can be hard to cover all that simple stuff when you want to spend time on some tech talk as well but we all do our best 😎 Hope that helps dude! - Taz.
I hear ya! This is the top tier of KOH though. It will still absolutely damage your bank account but they have a few other classes, OR, if you have the time there are always ways to get involved with teams that need help. Different to being behind the wheel but better in other ways 😎 - Taz.
Don't we all haha On the upside, with Connors help we'll get way more interviews like this for you guys as we've still failed to successfully clone Andre. If I keep on stealing hairs from Andre's head for experimentation at this rate the alopecia look is definitely going to have him starting to ask questions around the office - Taz.
What was your favourite topic covered? Planning 2-3 years ahead regarding fatigue and racing affordability/reliability was something I found interesting personally 😎 - Taz. TIME STAMPS: 0:00 - Dobry Designs 0:20 - What Is King Of The Hammers? 1:22 - LS7 Based Engine 2:02 - Heat Management 2:30 - Cooling Removed for KoH 2:59 - Dry Sump System 3:46 - Oil Pressure 101 4:56 - Drivetrain 5:36 - Why Independent Suspension Over Solid Axle? 7:46 - Double Wishbone 8:48 - Height and COG 10:12 - Multi-link Rear 10:50 - Rod Ends 11:42 - 'Rod Ends In Bending' - Explanation 12:45 - Fatigue A Large Design Consideration 13:03 - 40" Mickey Thompson's 14:43 - Free Lessons
I personally found the discussion about suspension to be the most interesting part. I thought the comment about Portals increasing differential durability was very interesting but i don't think it was really spelled out enough about how the ratio sort of dictates some component sizing aspects when talking about the pinion and its teeth, so some might not have gotten anything from that. The 'rod ends in bending' explanation was also a bit difficult, and im wondering if it shouldn't just be 'compression' instead since both rod ends (should?) impart a centered compressive/tensive force on the rod with no twisting/torsion and saying 'bending' makes me think of running out of rotational travel in the ball end vs 'failing in compression'. If i'm understanding correctly it might have been easier to explain with an analogy to 'bump steer'. I suspect we typically think of toe links/rods as being the givers of force instead of the receivers insofar as it predicts the speed and force level the rod end is experiencing. But on a non-steering axle on an off-road race vehicle, the rod end's durability probably comes mostly down to resisting toe-change forces from tires impacting things at speed (vs putting 20-30hp through your power steering system at a relative snails pace rate of change), and if you have bump steer (or roll steer?) in the rear suspension that essentially makes that tie rod not only have to resist toe change, but ADD its own while the tire is HEAVILY loaded against whatever it's bouncing off of. Having the tires be 'sticky mickys' (loved that) just makes that harder. Im sure that's not a great explanation either but i still suspect the bump steer analogy would be useful to explaining that topic in greater detail. Great vid.
@@Vigo327 Yes, while he did say the hub reduction meant less reduction - rear ratio - was needed in the differential, I think also he pointed out that that meant a larger, stronger pinion could be used. What he might have made clearer was that design meant less torque was applied through the driveshafts for the same wheel/axle torque, because there was further multiplication through the portal drop-down internal gearing. They're probably already using 11" crownwheels, so that gives some idea of the stresses on the components if they were having worried about those! Yes, it wasn't clear to newbies. A simple pin ended (means it can rotate freely) strut or tie (compressive or tensile loading) HAS to have all the loads in-line with the ends. In this context they were disusing what happens when people add another link to the strut that introduces a side (bending) force that puts a side loading on the ends. Here they were discussing this as a potential failure point in the tyhreaded section, but a worse design would also put a axial load on the actual retaining part of the eye that holds the ball in place. The maximun acceptable loads are given by the manufacturers, but the actual impact loads, as mentioned, are at best a guess. As you are aware, the scrub radius has a significant affect on the loads on toe and steering linkages.
@@gordowg1wg145 Thanks for taking the time to reply. Based on your explanation i think i was interpreting the 'rod ends in bending' completely wrong, because i was putting the whole thing in context of the toe link i could see on the rear suspension which had no third attachment point i could see. I think i understand what you are saying, but correct me if im wrong.. If you use a ball end/rod end at the top or bottom of a knuckle and your upper and lower control arm attachment points at the inboard end are not parallel from a side view (im sure theres a better term for that) then as the suspension articulates those rod ends will 'pitch' the knuckle forward or backward (what we'd call caster on the front) and this side-loads the rod end, which would potentially bend it, probably right where the threads exit the 'jam nut'.. I think the reasoning for those angles has to do with anti-squat/anti-dive but don't know much on that subject. Thanks!
@@Vigo327 You sort of have the idea. With a simple toe link, with a ball joint on each end and nothing else connected, the forces will be directly in line with the centres of rotation of the ball joints, usually this is directly along the centre of the link because they are made straight. When the link is angled, the applied forces applied to/from the link will continue in the same direction. BUT, because the components they are attached to may not be in line, there may be what is considered two, or three, forces working in different planes, or directions - for example, here, there will be a force component at 90 degrees directly towards/from the vehicle and the steering arm, a horizontal force component forward/back, and a vertical force component vertically pushing/pulling up/down. The understanding of forces is one of the first steps in understanding mechanics, there are some excellent primers on-line, such as this one - www.edplace.com/blog/home_learning/understanding-forces
I would have liked to see a body-off walkaround to go with the dialogue. The static interview almost seems out of line with the usual under the covers content from this channel. But I do appreciate the questions asked and the closeups the camera gave us. Would be awesome to send Connor to do a garage visit instead of a show interview.
ps, it would be interesting to get an idea what kind of drivetrain losses they expect from a setup like this. He said 600 HP at the tyre, which I have to anticipate must be at least 800 at the crank, between portal axles and transfer case we must be looking at a lot more than the 15% rule of thumb losses in a road car. Really cool build though, it feels very well thought out and efficiently packaged!
We just recorded a podcast with him this week and he doubles down on that sentiment. It won't be out for another 2-3 weeks but if you want to hear more from him keep an ear out - Taz. www.hpa-tunedin.com/
He almost gave out the details about their oil pressure and specifics about the setup, but remembered that was IP and became awfully vague after that.. lol Lots of words that mean absolutely nothing.
I would like to see a build series on a buggy like or evens a class 1 buggy from start to finish and funny enough you don't see alot if not any build series videos on class 1 buggies on TH-cam only pre runners and trophy trucks
The competition results will show is this a prone Diva or a solid working truck.Many full independant trucks fail shortly before the finish line.We will see.Grabowski Bros win with a solid rear 2023.Solid axels have any time same ground clearance independant ground clearance varies up too near zero with full compressed suspension.The rear lower wisbones look so prone for possibel bent by rocks.Even portaldrives are not made for high speed racing was shown 2022 when this truck fail with left front breakage.
This team has a solid history to be fair. Not so great in this years event though, I believe a weld failed after some heating issues. The testing distances were quite long (50 miles?) but at double that they found some problems on race day. They still finished but rather than sub top 10 they were hoping for they were in the top 30. For other teams, the goal is simply to finish, but these guys are aiming a fair bit higher than that these days and rightly so. That's all from memory, you can look up the team tagged as they will have full updates with more detail no doubt along with information on the build for the rest of their race season and the next KOH event - Taz.
'That's not Andre' - Everyone
✅ Building a fast car? Get $400 OFF the all-inclusive VIP online course package deal: hpcdmy.co/vipy112
🛠 Learn to make awesome custom parts for your own projects. 50% OFF your first fabrication course: hpcdmy.co/offery112
🔥Massive shoutout for the supplied racing footage to some legends here and here, plus the Genright and Mickey Thompson crews tagged above 😎
instagram.com/jordanpellegrino/
instagram.com/jamipellegrino/
TIME STAMPS:
0:00 - Dobry Designs
0:20 - What Is King Of The Hammers?
1:22 - LS7 Based Engine
2:02 - Heat Management
2:30 - Cooling Removed for KoH
2:59 - Dry Sump System
3:46 - Oil Pressure 101
4:56 - Drivetrain
5:36 - Why Independent Suspension Over Solid Axle?
7:46 - Double Wishbone
8:48 - Height and COG
10:12 - Multi-link Rear
10:50 - Rod Ends
11:42 - 'Rod Ends In Bending' - Explanation
12:45 - Fatigue A Large Design Consideration
13:03 - 40" Mickey Thompson's
14:43 - Free Lessons
Watching Connor, I was thinking "a real kiwi chap" - but then I realised he wasn't wearing a black singlet - thought about a limited run of HPA singlets?
He pulled up in one the other day to work 😂 Great idea Gordo - Taz
So cool to see Sam on HPA. And to see him calling out poor conventional thinking and showing how it should be done.
This is one of the best interviews I have seen on any subject on both questions and answers.
Cheers Ryan! Appreciate the support! This was Connors last interview at his first event doing them so he will get smoother and smoother from here out too 😎 - Taz.
No doubt, both guys gave us so much information.
Great video.
Yall are awesome! Hope to see more ultra 4 talk in the future
Cheers mate, we do too! If Sam is keen to pop on the podcast I think he'd be a really great guest so you might have some more Ultra4 goodness from him soon there too if he's keen - Taz.
Andre would always ask the questions I wanted to know. This new guy left so many basic ones unanswered.
Help him out, what did he miss that you wanted to know? - Taz.
@@hpa101 - what brakes does it have and engine management?
Andre doesn't ask about brakes too often, but it runs a MoTeC ECU and R1 Performance Brakes with 14” rotors and 4 piston BBK calipers I believe. It depends how much info I can find at the time as well as how much space is left character limit wise, but sometimes the description has a few more specs than the video too, even for Andres interviews. The Papadakis one for example recently does. Can be hard to cover all that simple stuff when you want to spend time on some tech talk as well but we all do our best 😎
Hope that helps dude! - Taz.
Love this sport from afar as my bank account runs and hides when I even think about it; but absolutely love this sort of content.
I hear ya! This is the top tier of KOH though. It will still absolutely damage your bank account but they have a few other classes, OR, if you have the time there are always ways to get involved with teams that need help. Different to being behind the wheel but better in other ways 😎 - Taz.
nice to see some new faces here (: cheers from Portugal
Thank you! More people means more content. Thanks for your support. - Ben
This is not Andre, I fear change
Don't we all haha
On the upside, with Connors help we'll get way more interviews like this for you guys as we've still failed to successfully clone Andre. If I keep on stealing hairs from Andre's head for experimentation at this rate the alopecia look is definitely going to have him starting to ask questions around the office - Taz.
@@hpa101 WE WANT ANDRE
WE WANT ANDRE!!!
What was your favourite topic covered? Planning 2-3 years ahead regarding fatigue and racing affordability/reliability was something I found interesting personally 😎 - Taz.
TIME STAMPS:
0:00 - Dobry Designs
0:20 - What Is King Of The Hammers?
1:22 - LS7 Based Engine
2:02 - Heat Management
2:30 - Cooling Removed for KoH
2:59 - Dry Sump System
3:46 - Oil Pressure 101
4:56 - Drivetrain
5:36 - Why Independent Suspension Over Solid Axle?
7:46 - Double Wishbone
8:48 - Height and COG
10:12 - Multi-link Rear
10:50 - Rod Ends
11:42 - 'Rod Ends In Bending' - Explanation
12:45 - Fatigue A Large Design Consideration
13:03 - 40" Mickey Thompson's
14:43 - Free Lessons
Exactly - the antithesis of Chapman's design process, but spending a bit more initially can save much more in the long run.
I personally found the discussion about suspension to be the most interesting part.
I thought the comment about Portals increasing differential durability was very interesting but i don't think it was really spelled out enough about how the ratio sort of dictates some component sizing aspects when talking about the pinion and its teeth, so some might not have gotten anything from that.
The 'rod ends in bending' explanation was also a bit difficult, and im wondering if it shouldn't just be 'compression' instead since both rod ends (should?) impart a centered compressive/tensive force on the rod with no twisting/torsion and saying 'bending' makes me think of running out of rotational travel in the ball end vs 'failing in compression'. If i'm understanding correctly it might have been easier to explain with an analogy to 'bump steer'. I suspect we typically think of toe links/rods as being the givers of force instead of the receivers insofar as it predicts the speed and force level the rod end is experiencing. But on a non-steering axle on an off-road race vehicle, the rod end's durability probably comes mostly down to resisting toe-change forces from tires impacting things at speed (vs putting 20-30hp through your power steering system at a relative snails pace rate of change), and if you have bump steer (or roll steer?) in the rear suspension that essentially makes that tie rod not only have to resist toe change, but ADD its own while the tire is HEAVILY loaded against whatever it's bouncing off of. Having the tires be 'sticky mickys' (loved that) just makes that harder. Im sure that's not a great explanation either but i still suspect the bump steer analogy would be useful to explaining that topic in greater detail.
Great vid.
@@Vigo327
Yes, while he did say the hub reduction meant less reduction - rear ratio - was needed in the differential, I think also he pointed out that that meant a larger, stronger pinion could be used.
What he might have made clearer was that design meant less torque was applied through the driveshafts for the same wheel/axle torque, because there was further multiplication through the portal drop-down internal gearing.
They're probably already using 11" crownwheels, so that gives some idea of the stresses on the components if they were having worried about those!
Yes, it wasn't clear to newbies.
A simple pin ended (means it can rotate freely) strut or tie (compressive or tensile loading) HAS to have all the loads in-line with the ends. In this context they were disusing what happens when people add another link to the strut that introduces a side (bending) force that puts a side loading on the ends. Here they were discussing this as a potential failure point in the tyhreaded section, but a worse design would also put a axial load on the actual retaining part of the eye that holds the ball in place.
The maximun acceptable loads are given by the manufacturers, but the actual impact loads, as mentioned, are at best a guess.
As you are aware, the scrub radius has a significant affect on the loads on toe and steering linkages.
@@gordowg1wg145 Thanks for taking the time to reply.
Based on your explanation i think i was interpreting the 'rod ends in bending' completely wrong, because i was putting the whole thing in context of the toe link i could see on the rear suspension which had no third attachment point i could see. I think i understand what you are saying, but correct me if im wrong.. If you use a ball end/rod end at the top or bottom of a knuckle and your upper and lower control arm attachment points at the inboard end are not parallel from a side view (im sure theres a better term for that) then as the suspension articulates those rod ends will 'pitch' the knuckle forward or backward (what we'd call caster on the front) and this side-loads the rod end, which would potentially bend it, probably right where the threads exit the 'jam nut'.. I think the reasoning for those angles has to do with anti-squat/anti-dive but don't know much on that subject.
Thanks!
@@Vigo327
You sort of have the idea.
With a simple toe link, with a ball joint on each end and nothing else connected, the forces will be directly in line with the centres of rotation of the ball joints, usually this is directly along the centre of the link because they are made straight.
When the link is angled, the applied forces applied to/from the link will continue in the same direction. BUT, because the components they are attached to may not be in line, there may be what is considered two, or three, forces working in different planes, or directions - for example, here, there will be a force component at 90 degrees directly towards/from the vehicle and the steering arm, a horizontal force component forward/back, and a vertical force component vertically pushing/pulling up/down.
The understanding of forces is one of the first steps in understanding mechanics, there are some excellent primers on-line, such as this one - www.edplace.com/blog/home_learning/understanding-forces
I would have liked to see a body-off walkaround to go with the dialogue. The static interview almost seems out of line with the usual under the covers content from this channel. But I do appreciate the questions asked and the closeups the camera gave us. Would be awesome to send Connor to do a garage visit instead of a show interview.
ps, it would be interesting to get an idea what kind of drivetrain losses they expect from a setup like this. He said 600 HP at the tyre, which I have to anticipate must be at least 800 at the crank, between portal axles and transfer case we must be looking at a lot more than the 15% rule of thumb losses in a road car. Really cool build though, it feels very well thought out and efficiently packaged!
Yes, yes they are
This guy sound like a really well rounded engineer.
We just recorded a podcast with him this week and he doubles down on that sentiment. It won't be out for another 2-3 weeks but if you want to hear more from him keep an ear out - Taz.
www.hpa-tunedin.com/
When did these loose the solid rear axle?
Amazing build 👍
looks just like my $1000 RC car =)
He almost gave out the details about their oil pressure and specifics about the setup, but remembered that was IP and became awfully vague after that.. lol
Lots of words that mean absolutely nothing.
I would like to see a build series on a buggy like or evens a class 1 buggy from start to finish and funny enough you don't see alot if not any build series videos on class 1 buggies on TH-cam only pre runners and trophy trucks
Aye it’s Dobry 😁
That car was designed by Triton engineering not dorby designs. Not sure why everyone neglected to mention that
0:07 what chassis is that?
What rear axle is that?
👍
The competition results will show is this a prone Diva or a solid working truck.Many full independant trucks fail shortly before the finish line.We will see.Grabowski Bros win with a solid rear 2023.Solid axels have any time same ground clearance independant ground clearance varies up too near zero with full compressed suspension.The rear lower wisbones look so prone for possibel bent by rocks.Even portaldrives are not made for high speed racing was shown 2022 when this truck fail with left front breakage.
This team has a solid history to be fair. Not so great in this years event though, I believe a weld failed after some heating issues. The testing distances were quite long (50 miles?) but at double that they found some problems on race day.
They still finished but rather than sub top 10 they were hoping for they were in the top 30. For other teams, the goal is simply to finish, but these guys are aiming a fair bit higher than that these days and rightly so.
That's all from memory, you can look up the team tagged as they will have full updates with more detail no doubt along with information on the build for the rest of their race season and the next KOH event - Taz.
Who the heck is Andre?
?
Never heard of her - Taz
@@hpa101 Nothin good anyways. jk.
😂
We want andre or we riot
If you decide to riot can you grab some eggs on the way here please, we're all out 😅 - Taz.
KOA is a must see.johnson valley california comes every year in january come and see ….