Thank you! Cheers!

Glad you liked it! Thanks for commenting.

A truly exceptional racer!

I roadraced a fair bit, and I don't know that the technique is really much different. The slides in roadracing are less obvious, but still there. I'll have to think about that. Thanks for the idea for another vid!

@@FlatTrackFactory At the very least, body position and the outstretched left leg are different from road racing. I'm sure there are many more differences that I can't think of right now. Looking forward to your video.

Thanks! I've run many sizes and gotten away with it. The Dunlop vendor seems to recommend 90-100/90-19 ttmotogear.com/collections/new-dt-4/products/dunlop-hd-dt-tubes?variant=22259554615356

@@FlatTrackFactory amazing thank you,

Go for it!

Glad it was helpful!

I've got a 15 acre property with no use yet. Might as well

Thanks for the visit

Contact Jack Warren at First Klass Glass. Tell him a FTF video sent you. 989.871.2360

I'd love to try speedway. Looks like a real thrill.

It's a camera with dual fisheye lenses called an Insta360. It films in both directions at once, then you can rotate to your chosen angle in the edit. Kinda crazy!

@@FlatTrackFactory Thank you!

Very cool! He sounded like an awesome dude. Thanks for checking out the vid and commenting.

Great question! TL;DR: the added inertia dampens spin. Specifically, sudden change in the amount of spin. If you have ever seen wheelspeed data graphed over time, "normal" acceleration is somewhat smooth. Then there will be a sharp peak when power is too much for available traction. Those peaks need to be smoothed out. The weighted wheel does this quite well in FT. My engineer buddies hate this solution due to unsprung mass increase, but in practical application, its' benefits outweigh the downsides. Engineers want to add flywheel weight, but due to the physics of the distance from center of the flywheel vs the rear wheel, there is no way for a flywheel to have the same damping level as a weighted wheel.

Interesting! I've used the air-in-the-line trick on 1000cc Supersport roadrace bikes where the rear brake was only used for wheelie control. As far as flat track, I've been using my right foot so long, I haven't consciously thought about it in decades. It works great for me.

@@FlatTrackFactory Never could get used to the brake on the right along with the shifting. As a side note, I am 69 and thinking of building another flat tracker. Silly don't you think? Lodi is just 90 minutes from here, sooo. Hey, I've won there before.

Were not selling anything. We build to suit only ourselves, and share with others to do the same. I've not added up the cost, as it varies with each build depending on how cheap we can do it at the time. And I assure you, we are cheap! Perhaps we can do another vid with some estimates. Our builds rely on shore power and a generator with inverter to charge the 12v. No solar at all.

Thanks for replying,Mehates last one was sweet and clean with all that stainless

Agree. We're too picky, too discerning, and too cheap. So we do it ourselves. Which takes time.

There's no secrets! Filming and editing a build that takes at least a year is not easy to edit into a video, unfortunately.

Yep. Unfortunately that is needed once in a while.

Glad you enjoy it!

Right on

Thanks for the thoughtful comment! For sure the permutations are endless. Agree that the trailer guy in our pretend scenario could have done a conversion also. As almost none do, and somebody had to be the example of the hotel customer, the pretend trailer racer got the bill. We planed on about 7 scenarios for the spreadsheet, but had to cut something for length. Resale and purchase price would be interesting variables too. I wonder how well trailer and boxvan resale compare?

@@FlatTrackFactory My Interstate Loadrunner (heavy duty - 10k GVWR) 8.5' x 20' enclosed car trailer was about $4800 after tax, when I purchased it back in 2007. A used Interstate trailer similar is around $7500-9000 currently for the heavy duty model with the 3 frame rails (vice 2 rail 20'); which tracks with inflation. $5k 20 years ago would be about $8k in todays money. Generally speaking, trailers hold their value like most heavy equipment/construction equipment. Age and miles doesn't mean much when you can inspect every inch of a trailer in about 10 minutes and know what you're getting. Usually the biggest issue is leaking roofs and rotted plywood floors... both can be spotted in 0.2 seconds. Frame rails are just 3ea 2"x6" tube steel running the length of the trailer on the HD model, and not much that can go wrong with that. You were absolutely correct about the mpg towing a trailer… on a good day 10 mpg downhill with a tail wind.

@victoriabrockman5473 great info. Thanks. What do you tow with? I'd like to have that in my pocket when I get smacked by the diesel fanatics that claim 19mpg towing at 85mph.

@@FlatTrackFactory I will have to preface my experience with towing by noting 1). I only run trucks with manual transmissions 2). they're all 4wd I currently tow with a 76 Chevy heavy half ton with 4wd and long stick 4spd and small Block 350. 15 mpg empty, and around 10 mpg towing. My dad's '89 Chevy 1 ton dually, with a 350 got a straight 10 mpg towing or not... never could figure that one out. And he would tow the Case 580 Super D or the CAT... always 10 mpg. I have towed that 20' trailer with a 2011 Ram 3500 4wd 6.7 liter Cummins with the 6 spd, but that truck constantly went into "regen" so the mileage was 13 mpg and drop to 8 mpg when regen kicked in... I've never averaged over 11 mpg with that truck towing, and the cost of maintaining a diiesel and fuel made it non-cost effective to run when compared with the gas Chevy... so I sold the Ram. My older brother had the 3500 Chevy Duramax and averaged 11 mpg towing, but he also had to replace the DEF... so more added costs. My uncle still tows 5th wheel horse trailers with his Ram 3500 with the 5.9 liter Cummins (pre-emissions), and 9 mpg with a full load. But the truck will get around 20 mpg running empty. I have never seen a big block get more than 10 mpg empty and if you put your foot in it, you'll be looking at 6-7 mpg. My 72 El Camino is a supercharged 427/4spd... I'll haul my bikes in it's truck bed occasionally, and 7 mpg if I'm easy on the throttle. In my experience a diesel truck's only advantage for towing, is how heavy they are... a gas truck is about 5k lbs, and a diesel truck is about 7k lbs. The heavier truck is less likely to get pushed around by the trailer (and dually's are even more stable but a pain to park anywhere). However, if you trim the trailer by properly adjusting the trailer brake, even that isn't much of an advantage. Pulling grade with a load, you'll have to downshift with a diesel or gas truck... and the advantage of torque to get the load moving is negated by having a gas truck with Low 1.

@@FlatTrackFactory I also forgot to mention that the enclosed trailers with the drop ram doors need an area about 18' long and 9' wide of level ground "minimum" to drop the ramp (axle to the end of the ramp) or you run the risk of warping the door or in an extreme case springing the hinge when loading and unloading... so there's another negative for the enclosed trailer.

Carefully.

You know it!

I think many racers have been in a similar spot!