This is where a program like is a big advantage because you can experiment with changing these items in the computer and see how they affect the weight transfer. The compression of a shock is when it is being pressed down. This provides more rear traction to give us more bite off the corners. If the software were to read only the tire temperatures it may suspect a slightly high air pressure, but with the rim temperature the software would know about the heat coming from the brake rotor. You will lose approximately 1% of rear weight per every 5 gallons burned.
Again, think about the size of the track, how long the winged down phase is, and where you are trying to tighten the car when determining where to put your turns. The more you raise or lower the bar, the greater the effect on the chassis. He went back out the second round and set fast time again. On the other hand, we have had a couple down right web noobies bluntly take complete page codes, files, scripts. This will help you decide what to adjust if a similar situation arises at another track.
Start with an adjustment of 0. On a high banked high speed track like Talladega, you'll probably want to run the minimum spoiler angle since down force isn't as critical. Most modern high-horsepower bracket, Top Sportsman, Pro Stock, and Pro Modified cars use a 4-link-type suspension. A false indicator could be the use of excess Ackermann that forces the left front tire to scrub across the track and heat up. Take for example a coil over shock that has a threaded collar for supporting the spring. Softer rebound on the front shocks will loosen the chassis exiting the corner.
Stiffer compression on the right shocks will help the car turn in by also slowing weight transfer to the right. At the RaceWise Dirt Track Chassis School, students learn how suspensions actually work and how tires make side and forward bite. The outside edge of each tire are those edges that are furthest from the brake rotors. Steering linearity can effect the way your car performs through the corners. As you can see, the number of adjustments we have available to us during a race, are far less than we have in the garage.
Loss of top speed at the end of a straight-away in 4th gear. Are you starting to get the picture here? So, we need shocks that will reduce cavitation getting gas mixed with the fluid and dissipate heat better. A tire not in contact with the racing surface does no work. Provides slower acceleration, but higher top speeds. It is very easy to over steer a car with such a low steering ratio. Front brake bias allows us that same exact adjustment. This will tend to give you a loose feeling upon corner entry.
Of course with less overall traction available due to the air foil being gone free down force , spinning the tires from lack of longitudinal traction becomes more of an issue. Among the most popular systems are the pull bar and the lift arm. Right side springs affect the cars roll couple when negotiating a left hand turn and the car is rolling to the right. Here is an ordered procedure to help set the race car up the first time you try it. No, because they can center the wheel on the steering shaft. Conclusion The message here is that dirt car setup and design is indeed changing, sometimes from month to month. The shock itself plays a role.
Anti-squat Anti-squat is a concept used to determine how much the rear of a chassis will squat under acceleration as a result of the rear geometry. The most important thing to remember regarding shocks, is that the stiffer the shock, the less grip it will have at the corner or end of the chassis. The optimal tire temperatures should be in a range of 190 to 240 degrees. Car will also push while accelerating exiting a corner. The purpose of a spoiler is to add down force to the rear of the car. This is the amount of weight on the right front and left rear wheels. Work on the corner of the chassis that is either the most overworked or least worked 1st.
The smaller the bar the looser the chassis. If you have multiple setups for various weather conditions reviewing these notes will allow you to choose what setup to run given the current track conditions. The Ackermann must be developed in the design of the tie-rod angles from a top view and not differences in steering arm length. As you find more speed through the corners, you'll eventually find yourself on the throttle quicker. The F6 button on your keyboard will allow you to make a wedge adjustment. Excessively low front tire psi will create a push. After warm ups, or maybe into the heat races, the tire's grooves can no longer work into the dirt, at least not much because the dirt is harder than the rubber.
Does a dirt car really need to be balanced? Lower compression will tighten the chassis accelerating out of a corner. Running camber as such will create part of the pull to left that will help the car get through the corner easier. Car feels sensitive or twitchy. Front Brake Bias Many people believe that the brakes in a racecar are used for nothing more than slowing or stopping the car. Try to understand how aero downforce is created and then configure your car so that you take advantage of every area where you could produce more downforce. The higher the psi in a tire the colder it will run.
The next section talks about the chassis adjustments I may make and the order I make them. The inside of each tire is the edge closest to the brake rotors or inside of the car. So if we agree that there is a low pressure effect and with it some amount of downforce, we might try to utilize that effect to our advantage. Experimentation once again with all these variables will be the only way to correctly determine the proper front weight bias given the various circumstances. Each corner of the car might need a different shock characteristic. A very important area that many racers overlook with their chassis is ride height.