[A phone call or PM to BMH may produce a better reply than I can,]

Are coil springs manufactured specifically for the lowrider market or are they borrowed from some other industry?

Here is what I read recently on LIL, a Lowrider shop requested coils to be made at a certain amount of turns and length and thickness and spacing between the turns. These where then did produced and sold to Lowriders.

A phone call or PM to BMH may produce a better reply than I can,

Sounds like it might be a trade secret.

I figured a select few companies are having them made then distributing to others.

Man that's a good one, I need to think this one out, what a great observation. you may be on to something here...

Some brake master cylinders are made to move fast and then take up the load. They have a small pistion area and as the piston travels it opens into a larger diameter.

This is an area that might be very useful, good going 87G

So it starts off making pressure, then moves to volume? I guess you could call that a "progressive cylinder" or something. I'm going to google that master cylinder setup, post up a pic or info if you have it handy.

I don't think it would take much to have a dome machined into an existing cylinder.

Cheap resistive load testers are rated about 100amp. Sometimes these will only diagnose a battery that is REALLY bad. I recommend using a more expensive carbon pile load tester(usually 500amp) or digital battery analyzer. Harbor freight has both of these cheap, but I haven't had a chance to try either.

Did some additional research. Looks like some military trucks came like this, with 12v and 24v terminals. I think it could be accomplished, especially with an external regulated alt.

One thing to keep in mind, with a higher voltage you are going to get a lot less amperage.(but same power, i.e. watts). I think to keep the rest of the car OK the high voltage side would need to be limited on amperage.

 I'm thinking about 2-4amps per 12v battery. Not sure how this would be accomplished. I think a resistor would normally be used, but because the resistance of the batteries varies with charge IDK if it would work correctly.

I'm going to look into this when I have some more time. For future reference, here is a site with tons of alternator parts: http://www.aspwholesale.com/index.php

Some nice calculators for hydraulics, pneumatics, etc.

 
http://www.engineeringtoolbox.com/

In think most riders could care less about how the back responds, it appears most riders are into how the front reacts. I think the dancers are the ones that need to dial the rear to match the front with speed and overall performance. (IMO)

True, but I was looking at it from a battery life point of view.


Basically what I am stuck on is pressure. The way I am picturing it is, you need a certain amount of pressure to overcome the force of the car.(Which would be mass when the car lifting from still, but mass and acceleration if it's is falling back down from hopping...right? ).

Now when you have already reached that pressure, what happens when you add more? Will there be a significant, or any performance increase? What I am getting at is, would it be wiser to use that additional energy to create more volume? A real world example that I can imagine would be a performance gain after swaping to a larger gear.(Which = less pressure, more volume.)

Does the dish shaped head significantly increase effective piston area? Not a bad idea...

If an alternator makes AC current, which is then rectified to DC, then regulated to ~12v nominal...Could an alternator be made with dual rectifiers and regulators? One for 12v one for 24v,36v,etc.

I will not use anything other than a fully-automatic "Microprocessor"/"Smart"/"Intelligent"/etc. charger. "Dumb" chargers usually only charge "bulk rate" and will not taper off as the battery is almost full. I have lost electrolyte in the cells using an old charger.

 Price will probably stop most people from buying anything more than a pair or 12v chargers or a single 24v charger. Above that price goes way up. It might not be as convenient as a multi-charger, but for me the fact that you can "set it and forget it" more than makes up for it.

Are coil springs manufactured specifically for the lowrider market or are they borrowed from some other industry?

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The closest thing I have heard of was when someone on LIL said they saw some dude at a show with [if i remember correctly] 6 batts, 1 piston pump, and a manifold setup. Said he was laughing at the guys setup....until he saw him hit switch.



-Lowrider gears are fixed pressure, and volume is based on RPM(and therefore voltage.).
-Smaller gears have produce more pressure.
-Larger gears produce more volume.

Correct?

Would it make sense to select the gear with enough pressure, then increase volume adding voltage or adding a second pump?
How much is "enough"? Would adding additional pressure result in diminishing returns?


I have only used standard diameter cylinders but I can imagine what the difference would be. Have you tried them?


Should a rear pump use a huge gear even with low voltage and standard motor? It has less weight, and a 1:1 lift ratio. I would think any gear would put out enough pressure, but volume is what is needed. Example: running 2 pumps to the rear is faster than 1, but there is no pressure increase, only volume.

Why not plumb the accumulator normally(T'ed off the pressure line) but with a N.O. solenoid right before it, which would be energized with the front pump solenoids?

The only possible problem I could think of is, would the N.O. solenoid close fast enough?

Has an accumulated pump such as a piston or bladder ever been used on a low voltage system for the purpose of efficiency/battery life?