|
Day 5
|
|
Test 19
|
Canted Alignment with Coned Axle Heads
| Test Car: |
|
Axles heads were "coned", as above. Axles were canted, as above. |
| Control Car: |
|
Axles were canted, as above. |
| Caveats: |
|
Test car carried the slightly less weight due to
removal of material from axles. Everything else equal. |
|
| Test |
2.520 |
2.516 |
2.517 |
2.517 |
2.520 |
2.515 |
2.514 |
2.519 |
2.517280 |
| Control |
2.512 |
2.510 |
2.505 |
2.514 |
2.518 |
2.512 |
2.515 |
2.513 |
2.512780 |
| Difference |
(0.004500) |
|
Test 20
|
Weight Removal from a Typical Car
The earlier weight tests used a well-engineered car which I believe
is capable of finishing "in the money" in many packs. This test used
a more "typical" car (the first one we ever built, in fact.)
| Test Car: |
|
An "average" car, but weighing only 3.2 ounces. |
| Control Car: |
|
The same "average" car, but weighing 5.0 ounces. |
| Caveats: |
|
Center of gravity not exactly the same on the two cars.
Everything else equal. |
|
| Test |
2.615 |
2.608 |
2.609 |
2.598 |
2.607 |
2.606 |
2.600 |
2.604 |
2.606410 |
| Control |
2.556 |
2.553 |
2.551 |
2.545 |
2.550 |
2.545 |
2.551 |
2.550 |
2.550402 |
| Difference |
(0.056008) |
|
Test 21
|
Three Wheels Touching
| Test Car: |
|
Left-front wheel 1 mm above track, weight in the back. |
| Control Car: |
|
Left-front wheel 0.04 mm above track, weight in back. (i.e. very close to
four wheels touching.) |
| Caveats: |
|
Weight of car and of left-front wheel slightly less in test car
due to removal of material from wheel. Everything else equal. |
|
| Test |
2.497 |
2.490 |
2.486 |
2.488 |
2.482 |
2.481 |
2.482 |
2.484 |
2.485295 |
| Control |
2.483 |
2.478 |
2.477 |
2.489 |
2.479 |
2.479 |
2.470 |
2.480 |
2.479130 |
| Difference |
(0.006165) |
|
Test 22
|
The "Block-mobile"
| Test Car: |
|
Car shaped exactly like the kit block. |
| Control Car: |
|
Car had aerodynamic shape. |
| Caveats: |
|
Car's center of gravity may have varied slightly. Everything else equal. |
|
| Test |
2.507 |
2.501 |
2.514 |
2.508 |
2.502 |
2.504 |
2.514 |
2.507 |
2.506570 |
| Control |
2.489 |
2.475 |
2.473 |
2.483 |
2.481 |
2.476 |
2.481 |
2.481 |
2.479907 |
| Difference |
(0.026663) |
|
Test 23
|
Weighted Wheels
According to Pinewood Derby legend, some University of Michigan
students did a study which showed that moving some of the weight
to the wheels was a favorable configuration. (You'll have to read
well into LBW
to find this one.)
Moving weight to the wheels increases their angular inertia,
which means the car will "start slower". (Yes, it takes energy
to get the wheels turning. This is one of the reasons that
"weight matters".) However, it makes the car body lighter,
thus reducing friction.
| Test Car: |
|
0.15 ounces of weight added to each wheel, 0.6 ounces of weight removed from car body. |
| Control Car: |
|
Standard wheels. |
| Caveats: |
|
Car's center of gravity may have varied slightly. Everything else equal. |
|
| Test |
2.526 |
2.528 |
2.524 |
2.533 |
2.525 |
2.514 |
2.519 |
2.524 |
2.524518 |
| Control |
2.483 |
2.482 |
2.485 |
2.486 |
2.484 |
2.486 |
2.486 |
2.487 |
2.485032 |
| Difference |
(0.039486) |
|
Day 7
|
|
Test 26
|
Minimal Track Clearance
| Test Car: |
|
Car to track clearance of 1/8". |
| Control Car: |
|
Car to track clearance of 1/4". |
| Caveats: |
|
None. |
|
| Test |
2.485 |
2.481 |
2.486 |
2.478 |
2.478 |
2.491 |
2.477 |
2.480 |
2.481179 |
| Control |
2.478 |
2.474 |
2.475 |
2.470 |
2.472 |
2.479 |
2.473 |
2.473 |
2.473655 |
| Difference |
(0.007524) |
|
Test 27
|
Spin-o-Rama, Part 1
The next three tests examine the effect of "spinning-in"
the lubricant. How do you "spin-in"? After applying lubricant,
use a Dremel tool with the polishing wheel attachment
to spin each wheel for several seconds.
| Test Car: |
|
Cold car - lubed in normal fashion, but not warmed up in any way. |
| Control Car: |
|
Warm car - lubed in normal fashion, with the lubricant "spun-in". |
| Caveats: |
|
None. To keep any possible lingering effects of "spinning-in" from
affecting subsequent tests,
this car was used for the test instead
of the baseline car. |
|
| Test |
2.514 |
2.500 |
2.509 |
2.509 |
2.499 |
2.514 |
2.495 |
2.501 |
2.504995 |
| Control |
2.486 |
2.479 |
2.486 |
2.475 |
2.477 |
2.483 |
2.475 |
2.486 |
2.481244 |
| Difference |
0.023751 |
|
Test 28
|
Spin-o-Rama, Part 2
| Test Car: |
|
Warm car - lubed in normal fashion, then run down the track ten times prior to timing. |
| Control Car: |
|
Warm car - lubed in normal fashion, with the lubricant "spun-in". |
| Caveats: |
|
None. To keep any possible lingering effects of "spinning-in" from
affecting subsequent tests,
this car was used for the test instead
of the baseline car. |
|
| Test |
2.480 |
2.464 |
2.473 |
2.469 |
2.474 |
2.477 |
2.472 |
2.476 |
2.473717 |
| Control |
2.473 |
2.471 |
2.473 |
2.466 |
2.471 |
2.473 |
2.462 |
2.469 |
2.470888 |
| Difference |
0.002829 |
|
Test 29
|
Spin-o-Rama, Part 3
The idea here was to closely simulate what really happens
at a Derby.
| Test Car: |
|
Cold car - lubed in normal fashion, not warmed up in any way,
then set on a block for 30 minutes before running. |
| Control Car: |
|
Warm car - lubed in normal fashion, with the lubricant "spun-in",
then set on a block for 30 minutes before running. |
| Caveats: |
|
None. To keep any possible lingering effects of "spinning-in" from
affecting subsequent tests,
this car was used for the test instead
of the baseline car. |
|
| Test |
2.445 |
2.440 |
2.439 |
2.451 |
2.448 |
2.441 |
2.454 |
2.445 |
2.444616 |
| Control |
2.445 |
2.444 |
2.442 |
2.441 |
2.446 |
2.444 |
2.447 |
2.437 |
2.444070 |
| Difference |
(0.000546) |
