rear bite on a dirt track car
We may think we know or we may develop some theory of why they do what they do, but do we really understand? Also, remember in our lateral weight transfer formula, a larger TW number will decrease weight transfer which will increase our rolled right traction. As the left side of the car rises up and it rolls into the corner, the chassis needs to effectively transfer weight to the right rear, so the car gets maximum drive off of the corners. Adjustments The reason is that starting out with more right rear weight, when the car transfers to the left the end result will be the two rear tires will be more equal in weight. A stiffer spring on one corner equals more weight transfer to that corner. No where else is there a large top wing that has such huge side boards to cause such a drastic side force. (A quick commercial break for our sponsor, check out the torque master EVO Fuel Injection System). A double-shock right rear setup. Understanding what type of rear suspension, and how to adjust the suspension to dial in the amount of rear steering for different track conditions is the final part of rearend suspension tuning. I don’t know if I ever measured the centerline on the front wheel and the centerline of the rear wheel to figure how much roll steer I get in the car. Fact or Fiction? We will safeguard your e-mail and only send content you request. To the typical dirt racer, side bite is the idea that the car is rolling to the right, forcing the tires to dig into the dirt providing more traction. Take your time and understand. The huge wings and side boards that we run are unique in the racing world. A slight amount of excess wedge the car will have a little snap of tightness as the car initially starts to accelerate off the corner. Conversely anti-dive is used to describe how much a chassis nose dives under braking. To give the car more lateral traction, go to a softer right rear bar or a stiffer right front spring. When I first became aware of it around the middle to the end of last year, my first reaction was ‘increase unsprung weight? So that is why there has never been a clear advantage to raising or lowering your car, you will help one type of traction and hurt another. (530lbs in the rear 283lbs LR/247lbs RR static, after weight transfer 203LR/327RR). Of course when our car hits the ground, the spring rate not only becomes infinite, but the weight is now transferred through the frame rail to the track and not the tire to the track. The Answers: Isky’s Nolan Jamora Answers Your Tech Questions, Pt. All rights reserved. The initial lurch will sink the car. A wider TW or more offset will result in less weight transfer. The length of the rear suspension arms play a critical role in weight transfer. In my last article, I talked a lot about the left rear axle weight which is the hot thing now in dirt racing. Increasing the arm angle on the right rear control arm also influences a rear steer setup. Driveshaft angle is another consideration. The weight that is transferred through the springs is called elastic weight transfer. It will take longer for your motor to accelerate your car and it will be more difficult for your brake system to stop the car. Now, think about adding lead to only the left rear unsprung section. This is a long in-depth article. We can control the weight transfer to the front or to the rear through the difference in RC heights between the front and the rear. All the weight that was on the left front has now mostly transferred to the right rear and right front. During the winged down phase of the turn, when weight is rolling from the right rear to the left rear, more static right rear-left front weight will make the car tighter. I do earn a small commission from the links to Amazon which are connected to these links. The question is how much. Keep in mind that when the car gets into the bump rubber on the left rear shock, the spring rates also climb very high. When trying to find the ideal setting, it’s better to start off with a small amount of rear steer and adjust more in, as needed. I go over all of this in my racing secrets book where I explain slip ratio. Running a steeper angle on the bars indexes the spring on that particular wheel more.”. To save this document, print it out, or view it in a normal format, click on the link below. Actually, it’s a genius simple solution to the bone head suspension rule changes that plagued the sport last year. When dialing in rear steer and arriving at the desired setup, the moment of center (roll center) needs to be kept in mind. Choosing Coilovers: Do You Know Which Is Best For Your Car. 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As the car exits the corner, the driver can get on the throttle earlier and carry speed down the straight, thus producing a faster lap time. Left Rear Axle Weight in Dirt Late Models and Modifieds, Sticktion and Binding for the Dirt Racing World, The Importance of Right Front Springs And Other Dirt Racing Rambling. 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. By raising the link and increasing the angle of the rear-axle assembly, it will produce more rear steer, but you will also lose traction on that side, so the mechanic is seeking the best compromise. In the case of a four-link car, where we need to run a limiter just to keep the left rear tire from camming over the center, this seems to work to hold traction when running topped out on the limiting chain. Go to YouTube and look up a slow-motion video of a drag race car leaving the line and watch the left rear tire. The roll center of a Jacob’s ladder is located where the two center lines created by the strap's pivot points intersect. As we raise the RC, more of the weight is transferred through the linkage, as we lower the RC more of the weight is transferred through the springs. Got it? A chassis with a long wheel base, at least if it is designed correctly, will have more rear weight percentage in the static state, so much so that even with the decrease in weight transfer due to the longer WB, the end result will be more rear weight under acceleration. As Rex Merritt explains, there are few absolute rules for setup. The roll center of your chassis is the pivot point around which your chassis rolls. Wingless racing is a little easier to understand as we only need to look at the roll right factors. “With most birdcages, 46-degrees is the maximum [for rear steer],” he says. The roll center is controlled by the lateral linkage; this linkage controls the location of the axles under the chassis in the side to side or lateral direction.


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