[Paul Kish]

I think it’s more complicated then just addressing over all grip.

 

Each tire has a function and ability which changes at different places around the track. It’s easy and basic to only deal with total kart grip. Total kart grip is not what defines the slow from the quick. The use and function of each tire at each place around the track is what defines the slow from the quick.  Total kart grip is only useful to find a baseline.

Is the statement below true?

Turn entry speed is limited by the grip of the outside front tire. Yes the inside front tire provides grip, but if your on the limit and loose grip at the outside front your done anyway.

 

 

 

[Paul Kish]

edit up front again:  I wrote this late after coming in from the track.  I’ll probably not read through it to edit or check it out until Saturday AM.   Not being a moderator on here I probably won’t be able to edit it after a set amount of time goes by.  So tomorrow if I have to edit it I’ll probably have to re-post it in an edited form.  I think and write pretty much ok anymore so it might just be ok anyway.  But for tonight, it is what it is.

 

Rob, I understood what you wrote.

“If you had a track where each and every corner was connected to the next by a long straight, then and only then could you look at each corner “in a vacuum”.”

Most every track I’ve seen this year is exactly as you described in what I quoted. … :)

We almost 100% now run LTO(left turn only) and a straight does indeed follow every turn, if you include both turns at each end as one.

But I do understand what you wrote.  We started out sprint racing boxstock briggs flathead and to this day have a track record in Senior Medium.  (the track is no longer in use)

Let me try to un complicated it.  To be fast in at your two turn left then right portion of the track, I think your saying there is a speed you can take the first turn which is slower then what is possible, which puts you on an exit line to take the second turn more efficiently then if you took the first turn with a “HIGHER” entry speed AND a “HIGHER” speed through the turn.

I deliberately related a higher turn speed to a “HIGHER” entry speed because you associated braking with over all turn speed.  I think the result of the higher turn speed in the first turn is it mandates the exit line from the first turn to the second, will cause you to be too slow through the second turn.  now that was truly complicated. … :)

Let me put some constraints on limit of grip.  Limit of grip is not just associated with speed.  It’s also associated with g’s or how tight you need to take the turn to put yourself on the line through the turn you want to be on.  You can enter a turn sharply at a relatively slow speed and be beyond the limit of grip.  Or you might enter a turn not so sharply at a relatively fast speed and not be beyond the limit of grip.  So, I guess we must put the limit of grip or be at the limit of grip, when entering a turn with the ability to put yourself on the line that you want.  In your scenario I will assume we are entering the turn at a speed which puts you >at the limit of grip< and you will be able to negotiate the turn at a 4cycle speed, which will put you on a line at exit that will allow for maximum speed through the second turn.  Right now you have the best of all known worlds.  You were fast to the first turn, you used your brakes enough so that you could take the first turn at the speed a 4cycle would flat out.

?   did I get the last sentence right ?

Ok it’s all good through the first turn.  Or is it good enough?

What I’m proposing is you can do exactly what you need to do as in the last sentence and still get through the constant arc turn faster.  What the point to my whole input in this thread is, is that your grip is limited on entry by your ability to turn. … I think I have that correct.

Your ability to turn is specifically limited by the capability of your outside front tire.  It nets out to you can’t enter the turn any faster then your “outside front tire will allow you to do”.

Do I have that correct?   If I don’t then there is no need for me to go on because everything from this point on will be false.

so I’ll stop here, at least for now.

 

paul

 

before I leave, if your reading on here Mike… how’d I do reading your mind? … :)

 

paul

[Paul Kish]

thank you

 

paul

I don’t race, I just watch and BS. … :(

 

 

[Paul Kish]

The race isn’t over until he clears the scales.

 

Allowing the driver to stop before the scales allows for the possibility of drivers running light and passing weight to the driver after the race.  The third place kart which stopped could have been a team mate stopping to pass weight to the driver.  It’s a good rule.

[Paul Kish]

It’s only 5 hr’s for me to go there.  How many karts do you expect for the race and do you still race if it rains?  I don’t want to go there and then only see 8 or 9 karts in a class.

 

thanks  paul

[Paul Kish]

Well I did sit back down, have my second cup of coffee today and read through what I just wrote.

 

This is a first.  I read through it and made not a one change to it.  I didn’t even add a comma or correct a word.  Maybe I’m getting better at this writing stuff.

And it all made perfect sense to me.  That alone throws doubt on the whole reply.

 

paul

[Paul Kish]

Edit up front:  I’m posting this without proof reading it.  There’s no way I want to wade though all the bull and confusion I just wrote. … :)

 

And unless I have a reason to, I’m not going to read it later either.

 

 

Good morning,

Just had my coffee and without trying to just argue but giving reasons, I think my first feelings about the apex moving ‘only’ because of a hp change were correct.

I long ago gave up trying to remember everything.  When we got into kart racing we assumed it was not in our nature to take notes.  We never kept any notes except for a gear chart.  My son and I decided we would have to somehow learn what was needed to be done to fix the multitude of situations we would come into both on and off the track.   That’s not the quickest way to gain the skills needed to be fast.  Just on a side note being fast is relevant to the situation your in and nothing else.  Along the lines of the effort it takes to keep notes, there is the effort it takes to figure stuff out.  I long ago went through the I have to know all the numbers stage and found you only need to know an approximation of what is needed or have a correct direction to go.  I also long ago learned on here(the old on here) from Al Nunley about the importance of theory.  It’s not so much that a particular theory is important, it’s about having a direction to go in specific situations to get to a conclusion, weather it’s right or wrong.  With theory if you get to the wrong conclusion you can per what I learned from Al, go back and alter your theory.  With numbers if you get to an answer which does not fit the situation, there’s nothing to go back and change, you must create a new problem.  When racing we already have enough problems to deal with, without having to intentionally create new ones.

Mike, the first thing which shows up to me reading your post is I see conflict in your mind.  The conflict is because your still looking for specific answers and there are none in racing, only results.  And the only result even remotely acceptable to a racer is winning.

Here’s the conflict I see.  You presented a story from Road Atlanta where instructor Terry Yearwood was presented a question about the input needed to find specific answers.  Instead of getting into and discussing the value of data and being result orientated on the track, he answered with, “Yes you probably could or you could just drive through it 3 times and be pretty close to where you need to be.”.  You cannot go out and find the correct line and you cannot come in and calculate the correct line.  You must look for it, find it and have the skills to realize you found it, never forgetting it can change or a new line will emerge.   Those were the thoughts on one side of your head when you started into your reply.

The other side of your mind is still looking for specific items to hook onto.  With racing you can’t have it both ways.  There is no way to look at anything racing, you can only observe it and do it.  It’s no different then only being able to paint or look at a fine painting.  I think I got lost in the shuffle of writing and wandering off half way through in a different direction again.  Racing is so complex that specific facts cannot be combined to get an answer, which can be proven by a path of facts, to the answer.  I didn’t even understand the last sentence.

All that to say I 100% agree with your post.  And I’m only suggesting to be careful about facts because they can be all consuming.

 

on to screwing up trying to reply to Greg too.

 

Greg I think I’m correct about if the only change made was a change in hp and it demanded the apex be moved, the lower hp kart was not operating at it’s potential to apply hp.

I have a general rule number one.  Actually I have many rule number one’s.  Rule number one is:  You never increase distance through a turn, unless you either have the hp to take advantage of the increased distance or if the increased distance will allow you to get an advantage from maintained momentum.

If higher hp allows the kart to move the apex and gain speed, it can only be done if there was grip already available.  If the grip was there for the lower hp kart and the lower hp kart did not also move the apex out, it assumes two things.  The first is the lower hp kart did not have enough hp available to take advantage of the grip it already had and it assumes the lower hp kart was taking the turn below its level of available grip.  I assume anytime you have more grip then you can use, the excessive grip is eating into hp.  While writing the last sentence I automatically started as usual to pick apart what I was writing, as I always do.  It’s a plague.  My thought while writing was so what if you have extra grip available, it doesn’t mean you are using the extra grip.  My answer to myself was your racing on tires and it all boils down to tires and using each tire to do a specific job in the most efficient way.  Your only options for gaining grip with any tire are to either use more tire or to use a tire with more stick.  It doesn’t matter if you had more tire or stick, you will still be escessively eating hp and momentum with the lower hp kart and not be able to be running it at it’s limit.

Well as usual while writing the last sentence I started to bring more variables into it and question what I was presenting.  There is something which would allow the higher hp kart to be able to use the same tires which allow the lower hp kart to run at it’s limit of grip.  The thing or things are forces out on the track.  If the higher hp kart was able to take advantage of aero forces, then it could in deed go faster with the same tires that limit the grip of the lower hp kart.  In fact when a track slows down, the first thing you might think about even before gearing is how the reduction of forces out on the track will effect the speed at which the chassis is able to operate.  With a kart though gearing would be the first thing to deal with.

I don’t know if I made a case for showing that if hp was the only change made and it allowed for a different and more advantageous apex over the lower hp kart, the lower hp kart had to have been running below it’s available grip.  And then there’s the so what if it is, about the argument I’m making.

Oh well either way, I enjoy writing and just got two hours of enjoyment out of this.  I guess I should quit for now and go get something productive done today.

 

paul

 

and thanks for the conversation

[Paul Kish]

Greg Wright wrote:
Actually Paul, the method that I described will work regardless of HP, however the apex will not be in the same place.

Greg Wright
Rapid Racing Inc. “When in doubt Gas it, It won’t help but it ends the suspense!”

______________

DARN GREG WRIGHT… WHY THE HECK DID YOU GO AND DO THAT TO ME … :)  I was trying to get out of here gracefully. … :)
I was all set to not be back.  Until I set down tonight with a glass of liquid refreshment and fell deep into thought.  Actually it didn’t take all that much thought because I don’t put much thought into anything, anymore or any earlier.

anyway… I have a problem with zero’ing in on the changing apex depending on available hp.  I stated earlier my mind always sees available hp, available grip, the need to maintain momentum, driver skill and racing needs … in anything racing related.  That’s what makes this stuff so darn hard.

anyway again… If hp demands you must take a different line and it alters the apex, when ya have less available hp or more… doesn’t it also mean you were NOT running at the limit of grip when you had less hp and you could have been going faster taking a different line at the limit of grip? (I already see a problem with what I wrote, because there is no reason to take the same line as you would with more hp, because you cannot use the additional distance traveled to apply hp)… but I’ll just ignore it… :)

see how this stuff gets all mixed up but still together so tight everything relates to everything else?  … If you do…  I don’t … :)

just kidding.  Racing is an art.  It’s something that is beyond normal human comprehension and has to be demonstrated, the same as art in the form of a painting, a sculpture or a composition be it music or pros.

I’m good at questions, just real darn poor at the answers.

paul

 

________________

 

edit: after seeing where I had a problem with what I wrote while writing it, I’m going to have to go back and try to understand your last post a little bit better.

 

thanks again for the conversation and I think Ray, got a lot more then he asked for.  ain’t that what helping each other out is all about?

 

 

paul

 

[Paul Kish]

Thank you Greg,

 

I see exactly what your showing me.  All good.  I think I’ll stop on this.  The way my mind works I want to just keep bring in more and more variables.   It will really get confusing.

example:   When you explained about running out of race track on exit, I immediately started to bring into the picture available hp and what kind of hp would be needed, in varying situations.  I assume your doing the same by wondering if were both thinking about yammi can’s or top hp shifters.  But I’d like to invite you to take a second thought about the ability to roll a portion of a turn because of slight hp input at a higher speed then entry.  Think of it as an additional option or tool to have and use when needed, prior to normal exit acceleration.  Just as a maybe an additional possibility.

 

thanks

 

paul

[Paul Kish]

Greg,

 

Can you help us out or are you just posting a general complaint about it?

I’ve learned a lot on this thread and I’m grateful for being allowed to input.

I’ve learned about a ‘slow in slow out’ line.  I’ve learned many try to drive to saved data from GPS info about their on track performance.  And they look at the output and increase or decrease their on track speed per calculations of what is obtainable based on g input.  I’ve been taken back to a paper I’ve been into since it’s inception and I saved it again in a better form, which includes graphics.  I’ve again come to realize all the math and all the books are written based on over all or total grip being assumed, which makes them all generally useless.  And that’s because grip and going fast is a result of individual tires working with the track, not the total.  Sure this thread seemed to be started to discuss ‘slow in fast out’, which is based on total grip.  But on down and recently the thread starter indicated that is not what they were interested in.  I proposed a way to be faster then ‘slow in fast out’.  So far it’s not been shot down or argued against its validity.

I think it’s a great thread for a beginner.  If they dig into it the thread can be a starting point for concepts and they can less rely on empirical data based on inputs, which are not the reality of how things raced work.  I think it’s been a great thread.

I disagree with you there is magic.  Magic is a display of things real, but beyond normal understanding.  Do you have anything positive to say or did you get on here just to complain and cause issues.  So far non of us have had any issues with each others posts and are we are trying to understand each other.  I’ll tell you up front again, I really don’t know anything racing related as fact.   Can you help us out?

edit:

I just looked at your bio Greg and there was nothing there.  I then went to the corporation indicated in your signature.  WOW, you are someone who knows stuff and can help.

Can you shoot down my basic complaint about racing math that it’s based on total grip and not how individual tires work?  It’s helpful but I think when it comes to splitting hairs to decide who is first and who will be second, I think it falls short.  I think I now understand Rays original question to be one of how do you go beyond total grip advice.  I see his question now to be, ok I’ve been down the road of all aspects of ‘slow in fast out’ and it’s just not the final answer.

I’m saying the final answer is using each individual tire as needed at every point on the track, based on available grip, available hp, the need to maintain momentum and racing needs.  I’m sure you have drivers that just seem to do something special in the turns, which it’s hard to put into words.  What I’ve tried to do in this thread is present and try to define one driver skill that creates the little bit extra.

I’m not saying I’m correct on it.  But I’ve seed it applied out on the track.  I think it’s one of those obvious things which is there but you will not notice it, unless you look for it.

 

thanks and I hope I did not anger you

 

paul

[Paul Kish]

The math does not and never has dealt with the redistribution of grip.  That is the basic problem with the math and where book knowledge falls on it’s face.

IMHO, the fastest line is always on the edge.  But to get to the edge you have to have the luxury of time to increase speed, limit grip or increase hp.  Most of what everyone races can only get to the edge by limiting grip.  To limit grip it is mandatory to take into consideration the redistribution of grip.

or it don’t… ?   :)   I ain’t never sure about anything, I just once in awhile try to talk like it.

 

 

[Paul Kish]

ok just can’t keep my mind shut… :)

Eric, I understand now what was originally asked about when “slow in fast out” was referenced.

Butt… :)  in addition, not arguing, just trying to show a concept…

I can see with slow in speeds during the ‘red’ portion of the line will be below the limit of grip.  Because your below the limit of grip it will allow for some acceleration prior to the apex.  And the whole intent I think is to be able to start your acceleration early.  But the line shown in the art work also creates a racing vulnerability.  It leaves open a line under you which when taken by another competitor will more then likely interfere with your intended acceleration.  It sets up the classic battle of a two grove track and an inside and outside  competition.

In the scenario I was trying to propose(not very well but trying), the outside racer would end the ‘red’ area and enter the ‘yellow’ area, at a higher speed and at the limit of grip.  All out acceleration could not then begin as soon, as in the “slow in fast out” scenario, but the ‘yellow’ portion could be taken per my discussion at a speed slightly higher then entry.  The line would also be a more rounded line and place the racer more toward the inside of the turn and able to apply more hp if available because of then traveling in a straighter line.   It’s a win win situation over the “slow in fast out” scenario.  First because the ‘red’ and early on ‘yellow’ portions of the line would be at higher speeds because of the higher entry speed and it will be much easier to hold the racer toward the inside of the turn protecting the exit line.

 

well… ?   I don’t think I argued with anything written on here, but instead proposed what I think is a better scenario.

 

 

 

[Paul Kish]

thanks, lol and :)

 

I just realized I had no clue what Ray was asking about when I got in on here.

 

Oh well, hope what I wrote made some sense to someone.  and… I should just say…

nevermind … :)

 

[Paul Kish]

Because of deceleration and loads moving to the outside front your entry speed is limited by the gripping ability of the outside front tire.  Once in a corner and prior to full acceleration, there is an opportunity to roll or maintain entry momentum plus additional speed, above entry speed.  The driver skill required is to realize once corner entry is completed, transferred weight to the outside will be distributed more evenly between both outside tires, reducing the load on the outside front tire.  It provides the opportunity for the driver to slightly increase their rolling corner speed above entry speed and maintain it over a distance.  It’s an obvious thing to do, but a tough skill for a driver to learn.  Most any corner will provide the opportunity for some additional rolling of the corner at a speed beyond entry.   The point is the distance traveled at the enhanced speed of entry momentum plus some acceleration, which is only possible because of grip re-distribution after entry, can be taken in less time, then attempting to accelerate or maintain entry speed over the same distance.  How much the advantage will be depends on the turn configuration and the drivers choice in driving line.

It takes specific input and skill by a driver to enter, know when grip redistributes, slightly increase speed, roll with the increases speed and then lead into turn exit and full acceleration.  The portion of the turn which can be rolled at increased speed will be taken quicker then if only maintaining entry speed or if trying to accelerate too early, through the same part of the turn.

Yes this is an obvious thing we see happen every day at the races and it’s just one of those obvious not much thought about things.  But I think if you think about it a little and compare in your memory good and not so good drivers.   I think your memory will be seeing more skilled drivers doing more of it and it’s just one of those un named picture things of higher quality in your mind.  We see it every day when watching a skilled driver on the track and I’m now describing a point of why one driver appears to just be better.

 

?

 

ps… I have to add, how much you are able to relate to what I described, also depends on the available hp of what your use to watching out on the track.  In general you will see it show more with higher hp.   It is because with higher available hp, you will more likely be running closer to the limit of grip.

 

 

 

 

[Paul Kish]

<div class=”d4p-bbp-quote-title”>Matt Dixon wrote:</div>
With Rays GPS he knows his speed and G’s through any corner and can figure the radius of said corner. When he goes over the data to see if he can change his speed at any point in said corner to lower his split time through said corner. He can use that formula to see where he is to hot. To keep the numbers simple We will use 1G and 100ft radius. 15×1=15×100=1500sq root of that = 38.72mph So remove magic insert number, if Ray is going faster then 38mph he is loosing time in that corner.

Thank you.  I think I partially or maybe mostly understand your reply.

To get a better understanding without hijacking Ray’s thread, may I start another thread and reference your reply to gain a better understanding?

[Paul Kish]

<div class=”d4p-bbp-quote-title”>Matt Dixon wrote:</div>
15XG’sXRadius=( )the square root of = Max MPH

<hr />

Very interesting.  Does it pertain to any point in a turn or does it assume your racing in a perfectly round circle?  I have a very hard time following equation’s let alone being able to solve them.  Would you please explain your concept further or where you learned about it?

I’m trying to pass on to Ray and anyone else who may be interested a concept of why a particular portion of a turn can be taken and maintained at a higher speed then entry speed.  I think when Ray sees it he will instantly be able to put it into the perspective of why entry speed and exit speed do not necessarily relate to each other.   It’s a simple matter of being able to take the middle portion of a turn at a higher speed then entry, to the point of all out acceleration.

What generally prevents a driver from doing it is there lack of ability to keep their foot from slamming down the go pedal prematurely.  I’m leading in to showing a physical reason why you may not want to have the pedal to the floor all through a turn.  I’ve heard so often how drivers and others have said slow down to go fast.  It’s a learning process for drivers and when they do slow down and go faster, it’s usually a magical experience.  I’m simply putting a physical reason to why slowing down to go faster can occur.

I’m looking forward to additional input on your formula.  I hope it will help Ray as I think I am trying to help.  Ray states in his signature he has been a karting expert since 2014.  That and my dry sense of humor makes me want to do all I can to help.  Can I help?  I don’t know but if I do or do not Ray and I will both learn something.  I hope to learn more from you too.

[Paul Kish]

To continue on I have to state what I consider to be facts for a straight. On a straight, “Maximum resulting speed no matter what the entry speed or gearing, involves having just enough grip to put all available hp to the track with the least conflict for control of direction from the tires. To do so you would be operating your rear tires at there maximum slip ratio.”.

Then comes the complex turn which has available grip, available hp, need to maintain momentum, driver input and racing needs; to set limits and limitations.

The turn starts with turn in which is simply the need to be able to start the process or you would continue straight. Were still racing and were still interested in what will provide us with the ability to carry or obtain the highest speed from the straight. Beyond turn in what will allow us to carry the most speed is to be able to operate our tires with the least slip angle, occurring equally at all four tires and the least conflict for control of direction. And that will occur in all parts of a corner, weather you are decelerating, accelerating or rolling in the corner. I’ve never written it exactly like that before; but I think if there is a goal for how to use your tires for speed in a corner, it may be a very good goal.

I do realize “real race cars”, as opposed to LTO(left turn only) racers,  needs are to turn both left and right.  And depending on rear axle and differential configuration, it especially limits your ability to control slip angle at the inside rear.  And I realize were talking about racing karts with a solid axle and how it is necessary to unload the inside rear in a corner.  But aside from those limitations I think I stated fairly well what is needed to negotiate a corner at the highest possible speed.  Your goal to be fast, racing something which turns both left and right and has a solid axle, is still to be able to use the inside rear as much as possible.  I suspect I will instantly get thoughts about how any use of the inside rear in a turn will reduce times through the corner.  But weather or not it’s use will reduce or enhance times depends on if you are decelerating, accelerating or rolling in the corner.  And at the start of my getting involved in this thread, I had one particular thing which I now feel is totally a driver function in mind.  I feel it is the major reason a driver can reduce time through a corner.  At least I now think it’s the major reason for reduced time beyond entry speed, entry line and how soon they can apply final acceleration out of the corner.  It’s specifically a skill all drivers need to learn, much the same as a driver needs to learn the function of and the skill to trail brake.

 

 

[Paul Kish]

Have you looked into Oval kart racing?  Have you looked into dirt Oval kart racing?

It will increase your options of where you can race.

There’s everything available Oval racing from low hp to high kick in the pants UAS (Unlimited Allstars) racing.

 

http://www.youtube.com/watch?v=iZnC9Fn6uZw

[Paul Kish]

edit up front:

The whole point of what follows is because I think if you know why you are physically able to increase your speed through the apex, it will put an objective to the different techniques being discussed.

 

Hi Ray,

You have learned to understand how entry can effect the next phase of any turn.  And what I have read in the discussion is a debate about when and how to accelerate.  I think when reading through the responses you have seen there is still something mysterious being talked about.  You have seen and others have responded about how there is something you can do to be faster through the apex.  You have experienced it and it’s being debated and argued the magic originates, either because of entry or how you intend to exit.  The magic appears to be showing itself as increased speed during the apex.

If you too are now seeing the end result of the magic, maybe after reading what I wrote, as an increased apex speed, I can tell you exactly why it is able to occur.  But before I can explain why it can happen, I must slightly have to re-define the apex or where the magic can occur.  I think anywhere you read will define the apex as a point in a turn.  I think the point will relate to most often as a transition, from one portion of a turn to another.  I also see the apex that way.

Before I can go on, if we are not on the same page so far the rest will only confuse.  So to go on I must ask if you or anyone is at least pretty much understanding the apex the same?

 

_______________________

I also must throw something else in here now so we all can include it in thoughts later.  Usually if not always when you see a drawing of the apex, the apex will occur at the inside limit of where you can drive.  Lets expand the track a little.  Before I can explain why the magic can occur, we must throw out an “inside of track” limit to where the apex will occur.  For the magic to occur we will still define a turn from a point ‘A’ to a point ‘B’, but the driving line will not necessarily make the apex occur at the inside limit of where you can drive.  I know a purest will only want to see the apex as normally defined, but you did not ask about a purest mathematical concept.  You, if I’m reading you correctly, are asking why does entry effect what you can do not only through the rest of the turn, but why specifically can one entry ‘speed’ cause quicker times through a turn.  And what’s the magic condition your trying to hit to be fast.  If you will notice I did NOT mention the line taken during entry, your question relates to speed through the turn and what is it that makes you able to have more ‘speed’ or less time through the turn.

I’m going to stop for now because if nobody is following me or nobody is interested in exactly why the magic can occur to be faster in a turn, I’m just wasting my time and your time.  I also realize I wandered off a bit.  It’s my nature and it is especially likely to happen when trying to describe magic. … :)

[Paul Kish]

I think it’s being visually aware of everything.  Your looking at the whole picture of where your going, what’s ahead of you and what is in your entire field of vision.

If you look a any one thing for any length of time, your going to miss something.  So long as what you miss while your looking at something specific is not important, your ok.  If it does happen to be important it can be something leading to an experience of a life time.

 

[Paul Kish]

 

Ray,

I don’t know how to do it on your engine but I think the why of it, is in general a properly working idle leads to a more >’responsive'< engine.

I know for fact it’s important in multiple cylinder engines and I assume it is the same with a single cylinder engine.  Generally most any engine has an Idle, Intermediate(low speed) and High speed circuit.  Proper tuning of each, requires the preceding circuit to be in tune.

[Author]

Posts