We do not sell a printed version of this book. I list below the different methods of up-shifting that are used in racing most commonly. If the ride height is set to low the car may bottom out on the track. Rear toe-in causes the more heavily loaded outside tire to start with a slight slip angle so the buildup in forces are going to start sooner and the maximum yaw for a given amount of steering will be less. During a normal corner, the slower transitions cause damper settings to make much less of a difference.
Now in an effort to get back low into the racing-groove, you jerk the wheel hard left applying throttle causing yourself to be loose. Notice that when the tires take on heat when racing they also tend to gain two pounds of air also. Overall weaker back springs will make the car tight. This will result in an ever changing car as fuel dissipates. Among the most popular systems are the pull bar and the lift arm. Sprint Cars are all constructed in a similar fashion.
Not enough: Car will be loose. Compensating for corner entry looseness. Also, record the number of turns you made to the adjusters so you can recreate the adjustments at the track when you change tire sizes. The stiffer the springs, the less body roll. Right side track bar too high. A driver's car control ability is such a huge part of the overall equation that it is very hard to separate the driver's influence from a setup adjustment. Likewise, you can adjust tire pressures if you are noticing the middle is wearing more or less than the sides.
Track Bar synopsis: Raising the bar on both ends loosens the chassis. The left bias can be adjusted by clicking the weight bias tab on the garage screen. How did you get that way? Adjustments in other areas may be needed first before you see some of the changes indicated below in certain areas. The lower the angle the looser the rear will be. There is no right or wrong answer when it comes choosing the proper steering linearity.
You can find more information on finding the ideal balance for your current skill level and ultimately the lowest lap times in the Perfect Corner lesson. Negative camber is the tilt of the top of the tire towards the center of the vehicle. On the other hand, your chassis may not be tight or loose on entry, but because you have the incorrect front brake bias set into the chassis, you're creating a problem when using the brakes. I previously mentioned that every adjustment we attempt to make on a racecar, is an attempt to try an maximize the grip of each tire. Running more spring stagger in the rear, with a weaker left side spring, will have just the opposite effect as the front. Determine the tire stagger to be used.
Basically, if one of a pair of springs receiving weight is stiffer than the other, the stiff spring receives proportionately more weight than the soft spring. The bottom line is still the same; changing brake bias without a brake bias control. Front bias is determined by placing lead weight at various points as low as possible in the chassis. On a small track were you spend a lot of time cornering, you'll find the spread not as high. All four tires need to be in contact with the racing surface and have the most load ending up on them as possible.
If, by the time you reach the end of a straightaway, you're running higher than 9000 rpms. Any adjustment that moves a car toward greater understeer or oversteer lowers its overall grip potential. Car will feel tight when negotiating left hand turns. Rear shock compression too soft. The rev limiter is used to prevent us from running too high an rpm, which could result in a blown engine. If it's cooler then you need more cross weight or wedge.
Set the air pressure in the tires to the pressure they will achieve at racing temperature. As a general rule, the flatter or slower the track the more camber you'll need on both front tires. Rotating weight is significantly reduced because the unit requires no fluid inside. In the rear we are only allowed adjustments of +1. The spoiler itself is a wide piece of rigid aluminum located on the rear deck lid that spans the length of the trunk. Reduced engine power reduces torque to the driving wheels and therefore can assist traction by keeping them from braking loose.