preload versus heavier hammer?
after some experimentation with my stealth i have found that the accuracy increases with less preload on the hammer spring (fewer washers) but of course the fps goes down, so, adjusting the tophat back out to compensate and bring the fps back up i have noticed that the accuracy remains……so it would seem that my hammer spring has a sweet spot in terms of accuracy………..so, if a “slack” spring is more efficient would a heavier hammer be a good way to increase the fps and keep accuracy?
To recap, it seems a heavily preloaded spring produces irregular strikes (according to the chrono)
A “slack” spring produces regular strikes (according to the chrono)
Question; would a slack spring and heavy hammer be more efficient than more preload on the spring? 😕
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what i meant was changing the hammer weight, is adding another variable,
Which is not to say that there are more ways than one to skin a cat, so you say you have been successful with your choice and i can see where it would work , but in my case , there is no need to change hammer weight, i have plenty of adjustment with the power wheel, and i have mostly slowed my condor down, for consistency. and tuned to the pellet for peak feet per second accuracy and air use.
NASA: Nitwits And Stupid Assholes… 😛
😀 Im a rally man myself, having stood in the pissing rain in the dead of night in the forests of north yorkshire and beyond on many an occasion in the early 80s to see the first generation of audi quatro come hammering down a dirt track, sideways at 90mph 😯 always did have me and my mates pondering the issue of the relationship of power /control………..its a nirvana thing………but then a few years ealier (b4 my time, but iv seen footage) at Silverstone racetrack (I think) in the “touring car” racing there was a phase where some drivers stuck with the usual british and european cars with their smaller engines but trick suspension competing against other guys who had decided to opt for the american muscle car……..obviously the entertainment was that in the corners the european cars dominated but then on the straights, the musle cars caught up….by all accounts it was all very exciting and entertaining…..dont ask me for the final outcome of these races cos i dont know…..but the analogy is clear….there are generally two schools of thought
1. power over control
2. control over power
I know….lets ring the man at NASA and see what their policy is 😆
my dad raised me on NHRA television. oh sure, he is a miserable sack of shit now, but he also had me shooting since age 2, crazy motherfucker. the formative years are the ones that stick, i guess. don garlits all the way! 😎 so, in short, im a quarter mile guy.
MS,
My family takes a trip to the DG museum in Ocala each year! I get what your saying TU, but Don smoked his tires to get them hot and sticky and one can hardly deny that he usually had perfect “hook up” between motor and suspension and ironically this had allot to due with air pressure in tires.
TU, I understand your analogy clearly and your quest to achieve the best harmony between power, shot count, hammer weight, and springs…is surely a noble one and I wish you success, but sometimes suspension only keeps you on the track, Horsepower—be it cubic inches, nitrous, turbo/supercharger—is what gets you down the track!
TU,
my dad raised me on NHRA television. oh sure, he is a miserable sack of shit now, but he also had me shooting since age 2, crazy motherfucker. the formative years are the ones that stick, i guess. don garlits all the way! 😎 so, in short, im a quarter mile guy.
its not a case of adding more variables powderburner , its a case of highlighting ones that already exist………the temptation for all of us is to first and foremost tinker with the valve, this is the sexy bit, the bit we more easily understand, the bit that gives us men virilty…..oops, i mean power……..all we really want to do is put v8 hemi in a otherwise standard car and WOW! read these figures coming from the motor! listen to that roar! Now, i may be wrong of course, but im of the school that thinks its best to not spend the money on a huge powerplant but rather spend it on trick suspension, it may not draw admiring glances from the lads hanging down the mall car park laying down rubber in big macho clouds of smoke, infact, the trick suspension wont even spin its wheels, no, all its power gets gripped to the tarmac and is halfway round the block before the hemi even gets going 😎
Start with the standard motor (but polish it) and work on the springs………….
Question; If (being male) your fantasies are similar to mine, and you could be instantly placed at the top of motorsport and be number 1 in the world out of these disciplines, which would you be?
1. A top drag racer
2. A top NASCAR racer
3. A top formula 1 racer
4. A top rally driver
Have fun 🙂
Ahh the balancing act of adjusting the power wheel to the psi in the tank, Its an art to learn for sure. But one thing is for sure you already have enough variables , so why add more to the equation.
oh for those that have moved there barrel closer, has there been benifits to this? and is it just a case of shifting the bushings down a few mm
leupys are longer looking at then yeh, might be a bit over the top but as the tophat is pritty fixed appart from the forwards and backwards motion would it be possible to include an oring on that, say half way? if its in stainless steel i should take the pressure of a lighter hammer.
this way it would be more like a bolt probe with a seal.
when i had a dodgy beach seal i put a small one on the tophat upto the flat part (face) and i noticed it was quieter and fixed the air flow problem until i replaced the breach oring.
also as opposed to using two orings at the back what about a thicker and wider one but with the same i/d so its not too stiff to cock?
anyone played with this idea?
TU,
both good points. if i had the gear, i would double the o rings on both ends of the breech, and i have heard of a few on here moving the barrel bushings to bring back the barrel a small bit. i also like leupys tophat, which is it seems almost .25 longer than standard, making air delivery a bit more direct.
It is the weak part yes,main bridge between air source and barrel. Maybe a method to lock the breach to creat a tight seal on the top hat and as mentioned additional inner seals
well moneyshot, i think a weak area is the breech slide, the foremost end of it which as fay as i am aware, a design peculiar to airforce riffles….i dont know but it seems to me that another o ring in the breech slide about half way between the existing 2 would be good….as it is surely not as airtight as it would want to be to perform more efficiently….also, what would happen if the breech end of the barrel were closer to the top hat? 🙂
Good point moneyshot.the design of the af is as simple as it gets in terms of air delivery but is it nessesary to have the hammer weights as big? If it is possible to use a lighter hammer and standard spring setup with a lighter valve spring then the forces would lower during the fireing cycle and I would think the shot count would improve and sound would be lower also.
Not having the power wheel im guessing here but this woukd also make this more responsive??
i believe a good place to start would be to start looking at the inherent differences between the AF design and other reasonably powerful pcps ( i believe ill start looking at the ar6) and figure why the AF design uses such beefy equipment to open a valve under comparable pressures 😕 . i havent looked into any other guns nearly as much, and i believe a little educated dissection may reveal a few ways to reduce the required force. if its been done already, please chime in!
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I see what u mean PW, and, good for u on finding your optimum setup 😀
Its strange isnt it that each rifle has its own needs in set up………perhaps if they were built to exacting standards “blueprinted” as it were, maybe there would be a setup that would produce the same results from rifle to rifle….ho hum……..