Consequently the engagement dogs often find themselves engaging whilst the throttle is applied. Fundamentals Please keep in mind that these are not my ideas. The degree that you need to get involved with aero for your car depends a lot on what you run and where. This measurement is taken at all 4 corners of the car where the frame rails are lowest to the ground. As you find more speed through the corners, you'll eventually find yourself on the throttle quicker.
If it doesn't work, you'll at least know how to set it back to where is was before you started. Many people refer to this parameter as roll couple distribution. This we have established as a fact. You'll notice how the wind pushes your hand back a little bit. For longitudinal traction forward drive keep the car high, just know that this may loosen the car where the car is needing lateral traction. Some other tire needs to lose weight and therefore lose traction.
This is evidenced by the influx of new designs of shocks into the dirt car market. It is possible that taking out wedge could have a negative impact on right front tire wear as more dynamic weight may be distributed to the right front from the heavier load that was jacked static negative wedge to the left front and right rear. Try this test at home and you will see how this works. For the same reasons we want our chair to slide across the floor with ease, we want our race car to do the same. What would have worked in the past is no longer good enough.
The same basic theories that apply to an airplane wing apply to a spoiler on a race car. This number is how much weight on each wheel needs to be changed. Front toe out isn't an adjustment that has to be changed or monitored as often as camber. A shock does not have any influence if it is not moving, so dirt shocks necessarily can influence the car a lot. Sometimes you have to adjust the ride height of the car to get the intersect points where you want them.
Use the F7 button to adjust your track bar. Use this information to the best of your advantage to better understand the concept behind reading tire temperatures. Less front bias will loosen the chassis. 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. Say 9 compression 9 rebound, or 1 compression 1 rebound.
So, your spacing at 10 feet will change and gain an inch when the wheels are turned, again both ways, the same amount as would be expected to get through mid turn. We are allowed to choose from no less than 49 different ratios with an adjustment range from as low as 2. Did you go faster after making the spring change? In the rear we are only allowed adjustments of +1. A body and chassis being mated together at Jerry Bickel Race Cars, making sure the correct ride height is obtained. The automotive industry has invested billions of dollars and time to document, research and test. Although at a track where there are more right hand turns than left, you may favor a higher right side percentage.
I prefer that latter philosophy. These notes could be useful for setups at tracks with familiar configurations which can turn out to be a real time saver. There is really no reason to misalign the rearend. This will result in an ever changing car as fuel dissipates. Car pushes through the corners. This will tend to give you a loose feeling upon corner entry. With perfect weight distribution you would have perfect tire temperatures.
Higher rebound will tighten the chassis accelerating out of a corner. Getting a high horsepower car to hook at the track takes a solid understanding of suspension, and how ride height plays into it. Right side too high: Car will push entering a corner while braking. A team sent me the geometry data from its Late Model car purchased from a recognizable car builder; the car was very well designed. In many of our articles on various aspects of chassis setup, we try to include both sides of the coin-dirt and asphalt.
Another way to gain bite involves the use of a spring-loaded push rod that allows a certain amount of forward right rear wheel movement to steer the rearend more to the left. Caster stagger will also affect braking. At a lower or non-linear setting, you will need to turn your wheel more to enter a corner, but you may experience a more comfortable feel, which will allow you to make better or more accurate steering decisions. Rear roll center can be taken care of by adjusting the track bar. With all the adjustments available to make, it's real easy to forget what adjustment you made 3 practice sessions ago. Lower compression will tighten the chassis accelerating out of a corner.
Doing this and trying to accelerate at the same time causes a very loose off condition. The differences in degrees of lock to lock motion between a joystick and a wheel is why the Linearity setting makes such a big difference, it has to in order to make all types of controllers usable. The rear sway bar range of adjustments are as low as 0. With proper note taking you will at least know in which part of the haystack to begin your search. This is because a problem in one area may mask a problem in another area. In fact it's the only way to properly adjust for correct amounts of camber.