DRW better than SRW?

There is so many variables I do not think there is a yes or no answer. You can argue all you want but the track will determine what is better.
Brandon
 
STACKEDRANGER said:
What i dont get is, theres been gas truck classes that have been pulling for years and years with plenty of power to run DRW and they havent used them. But diesel guys (3.0) almost all do except for a few which seem to do just as well with singles. I mean is there a real reason for all this or is it mostly just a (sheep) thing? Has there been people who have pulled on the same track close to the same time(similar track conditions) with singles then with duals and got better or worse results?
Click to expand...


I have 3.2" twins that I setup on my truck...I pulled the first class at a Fantasy event with singles and the second hook with duals. It was my first try at it. The first hook I won at 354 feet, the second hook I went 340 feet and split two yokes and U-joints on the rear driveshaft, but the sled operator had adjusted the sled. I had a lot of momentum and would have made it a lot farther had I not broken. It was a tacky, well packed black dirt track and I had smoke rolling off my tires the first hook. My rpm and wheel speed were the same both passes, but the truck was moving faster through the middle of the track with the duals. Two of the better, and more consistent trucks lost 15 feet of distance the second hook also do to the sled setting.

So, being involved in that senario...I think it is safe to say that there is an advantage to duals.
 
Ive been pulling for 10 years and never have i seen or thought there was an advantage for duallies. How much hp do you think is being robbed by spinning at least an extra 150 pounds of rotating mass. Run your singles on a dyno and bolt the duals on and see what happens.
 
NOfullpullEL said:
Ive been pulling for 10 years and never have i seen or thought there was an advantage for duallies. How much hp do you think is being robbed by spinning at least an extra 150 pounds of rotating mass. Run your singles on a dyno and bolt the duals on and see what happens.
Click to expand...


On an inertia dyno you might see a loss, don't think your gonna loose that much on the track. Your acceleration of the wheels is slower.
 
wouldn't a mega cab dually be the best with a significant amount of power? dual rear wheels, long wheel base, and the hitch is closer to the rear axel than a long bed.
 
I may or may not have a stock set of dually rims for sale in the near future if there are some interested parties ish :poke:
 
short bus driver. I told you yesterday i got dibs. but to the thread. i am in the process of building a truck with a buddy. we have not decided which class the truck shall run but we have talked about the duals. the question i kind of have is doesnt the rim come into play tho well enough into what tire you run? stock dually rims..like what i think they are 7 inches wide. throw a wider tire on and your tire may have a tendency to kind of roll on the edges or buldge on sidewalls too much, compared to running a wider rim with a wider tire which gives you more of the square stance and propper placement of all tread on the ground? am i wrong in any of this?
 
747checker said:
short bus driver. I told you yesterday i got dibs. but to the thread. i am in the process of building a truck with a buddy. we have not decided which class the truck shall run but we have talked about the duals. the question i kind of have is doesnt the rim come into play tho well enough into what tire you run? stock dually rims..like what i think they are 7 inches wide. throw a wider tire on and your tire may have a tendency to kind of roll on the edges or buldge on sidewalls too much, compared to running a wider rim with a wider tire which gives you more of the square stance and propper placement of all tread on the ground? am i wrong in any of this?
Click to expand...

yes you are wrong, stock dually rims are 6in wide, haha
 
Food for thought:

If the top 1-2" of dirt have been disturbed, rolled, disturbed, etc and not at optimum compaction, you will get more traction running a skinnier tire that bites down through the loose stuff on top.

If your "skinny" tire bites down too much, you loose hitch height.

If the top of track is firm, you'll get more traction running duals or really wide tires that float a little.

If the track is bottomless sand, you will get the most traction by airing down and increasing contact patch so you can "float". Sometimes less aggressive tires do better in the sand because they don't bite so hard. On the flip side, a paddle tire/cut tire does the best in the sand when you have extra HP to play with.


Like Brandon said, there are too many variables to say which is better.

A similar situation: Riding dirtbikes in the sand dunes. When the sand is really dry, light, and windblown, a paddle tire is king. When the sand is wet and heavy, a good knobby tire much better than a paddle tire. When the sand is kind of moist and compacted, a half worn out paddle tire is king.
 
When test and tune time rolls around this spring i will be doing back to back testing of duals/singles same track, same day etc.
 
It depents on the track? I have been on some tracks where they are hard packed and the duals can't dig down, you just float on top and it was not an advantage. Some tracks where the Dual can get down in the dirt and bit harder it helps.
 
Does the width of the rim make a difference in how the tire acts on the track, weither it be a srw or duals? I have heard guys in my area talk about how too narrow of a rim doesn't allow for the correct patch were the tire meets the ground, and you want a rim that keeps sidewalls almost straight. And would changing backspacing on rims almost help too to help try and avoid other ruts by changing your stance?
 
only time I think duals haven"t helped was on a real hard track when u needed to cut into track and not sit on top and spin
 
747checker said:
Does the width of the rim make a difference in how the tire acts on the track, weither it be a srw or duals? I have heard guys in my area talk about how too narrow of a rim doesn't allow for the correct patch were the tire meets the ground, and you want a rim that keeps sidewalls almost straight. And would changing backspacing on rims almost help too to help try and avoid other ruts by changing your stance?
Click to expand...

thats exactly what i'm wondering (i've got a thread goin) seems like the guys running duals are running 12.50's on 6-7" rims. on a dual setup how would a closer rim to tire width do?
 
STACKEDRANGER said:
What i dont get is, theres been gas truck classes that have been pulling for years and years with plenty of power to run DRW and they havent used them. But diesel guys (3.0) almost all do except for a few which seem to do just as well with singles. I mean is there a real reason for all this or is it mostly just a (sheep) thing? Has there been people who have pulled on the same track close to the same time(similar track conditions) with singles then with duals and got better or worse results?
Click to expand...

most of the gasser classes are at 6200lbs, most 3.0 are at 7500 to 8k. the extra weight should make them work much better.
 
You must log in or register to reply here.
Back
Top