7/23/2023 0 Comments Ilift top hat![]() Formerly associated with a "Class B" rating, Class E hard hats may also be considered to have a Class G (General) rating, as their increased level of voltage protection surpasses the (lower) required standards of the Glass G testing procedure. The BRIGGS Non-Vented Hard Hat is an example of a hard hat used by utility workers who are commonly exposed to high voltage environments on a daily basis. This amount of voltage protection, however, is designated to the head only, and is not an indication of voltage protection allocated to the user as a whole. Class E Hard Hats Class E (Electrical) Hard Hats are designed to reduce exposure to high voltage conductors, and offer dielectric protection up to 20,000 volts (phase to ground). A hard hat type indicates the designated level of impact protection, while a hard hat class indicates the degree of electrical performance. ANSI divided protective helmets into different types and classes. ![]() If a hard hat is necessary, the next step is selecting the most appropriate hard hat for your work environment. Hard hats that are considered to be “OSHA approved” meet the minimum criteria established by the American National Standards (ANSI) and the International Safety Equipment Association (ISEA), in accordance with the most current ANSI/ISEA Z89.1-standards. In these types of environments, specially designed protective helmets are required in order to counteract the dangers of electrical shock hazards. However on exit, when the car understeers, you’ll see more steering input.According to the Occupational Safety & Health Administration (OSHA), a hard hat must be worn “when working in areas where there is a potential for injury to the head from falling objects.” In addition, a hard hat must also be worn in working areas where there is the risk of exposure to electrical conductors that can potentially contact the head. But as the system works, the car rotates more than the steering input and also gets ‘neutral’, requiring very little steering INTO the corner. This sophisticated system, combined with a quicker steering ratio, does not need as an aggressive steering input for turn-in. The Senna on the other hand, uses electronics to apply more braking force to the inside rear tire to help turn the car. This causes excess rotation, which is why the car rotates and requires less steering after turn-in (“neutrality”). The NSX has a slower steering rack and the suspension geometry causes the car to turn more as the car is trail-braking. The other half of steering a car is with your feet – weight transfer from the application of throttle and brake. To answer your question about what I’m doing with my feet: Half of steering a car through a corner is done with the steering wheel. “neutrality” is when there is little to no steering input as the car is cornering, before the point where the car oversteers and requires counter-steer (steering in the opposite direction of the turn). With the new bushings and Swift Springs installed, we were ready to go. This will greatly improve our damper’s control over the car without filtering it through a soft, worn-out bushing. We replaced the worn-out rubber OEM top hat bushings with urethane ones from iLift Systems. This can (and should) be offset by running less static rear camber, which most NSX owners and shops don’t really do in the US or Japan other than the handful who go to an extreme to reduce camber just to improve tire wear. But maybe it’s also to band-aid and reduce the rear camber-gain which also greatly worsens as you lower the NSX. The front to rear roll couples would be terribly different and un-coupled. I’ve never quite understood Japanese NSX “tuners” and tuning shops that run stiffer rear spring rates (and thus, significantly stiffer rear wheel rates). In short, the lower you make the NSX, the more oversteer you’ll get and this is what we are trying to improve based off how our car handled in the last track test.
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