In the above pictures the cars are now transferring weight to the right side of the car in the rolled right phase on corner exit. Once we got the springs installed, the tires mounted, the cambers set, the air pressures set and the ride heights and weight distributed like we wanted, we stood back and took a look at the car. Other classes of sprint cars will need to focus on different parts of the adjustments than 600cc sprints do. Crews should also watch the line of the racecar as it tries to enter the corners. It has to do with the self-straightening tendencies of positive caster and self-turning tendencies of negative caster.
This happens because when we enter the turn with such high speed and then all of a sudden we turn the car and make our wing panels face a huge wind. Calculating Anti-squat: this is not so straight forward and I will not go into the numbers, just know that as you raise you linkage points in the front wishbone, 4-link, and the top rod on a z-link the anti-squat will be increased. Using the shock as a travel limiter can be extremely hard on the internal components of the shock. That way, you get into and through the turns better and still have more bite off. The period of the winged down or roll left phase of the turn is different for each size and shape track, and it also changes at the track during the night as the track goes slick. According to skid pad tests, it drops off pretty quick.
I want every 74 I see but its just not possible. Jim raced sportsman at kalamazoo, Randy Day has several cars that run at kalamazoo, Alan is a kalamazoo track champ is a set up consultant with his company SpeedyShocks. Place ballast wherever convenient as long as the desired weight percentages are attained. The wind pushes so hard on the side boards that it overcomes the weight transfer caused by the side g-force. I am also a fan of theoretical physics. I used the pro shocks with the factory mounts.
If it goes to the front, the car is tighter because it is transferring the weight from the left front to the right front keeping the rear tires more equal. Which I must say I have visited many times with my old 3rd gen. Getting it started is a two-handed requirement. Kwik, You might try and get ahold of towmandan. What kind of rules you running by? We do need to keep in mind that a heavier driver will very quickly change the way a car handles. This is a result of the weight transfer formula being applied to roll left. The problem with this new car that he had built late last season was that it would not turn well imagine that , and as a result would push on entry and go loose on exit.
However, that is only one of the three basic geometric ways to move a tire on a race vehicle. A driver that starts his rotation into the corner on the gas will feel the right front spring rate effect handling much more than a driver that brakes heavy going into the corner. Any dented shock should be checked for internal damage. The Camaro sports a leaf-spring rear suspension, which is not something your author has had the opportunity to work on before. But springs have a soft side and a stiff side.
I didn't have to put on another clip. I let a couple of friends drive it that run late models and a modified and they expeirenced the same problem and two of them came to the same conclusion. The increase in right front chassis roll is due to the reduced resistance of the softer spring and not to extra weight transfer. These pics were of the car when I had just painted the cage. First, visually check the inner tube for any signs of damage.
Note the car doesent have the racing springs under it in these pics so it sets alot higher. Traction does not increase in proportion to the weight that is added. Baker recommends using steel bushings. The exact numbers vary from car to car, track to track, and surface to surface. I have another article to go along with this one.
Car too tight in the middle? The first problem we noticed was that the shocks on both sides in the front were rubbing on the inside of the height adjuster that was put into the car not to jack weight, but to create the ride height that was necessary to avoid bottoming out. Hey we all know their good cars and they are very fast so lets share some tips. It is a good idea to repeat this procedure with the upper control arms. We will be looking at major issues and finally setting the car up with what has worked for me historically in this class. Proper Spindle Alignment, Hubs, Brakes, And Linkage Baker suggests running a straight rod through the lower bushings to ensure proper alignment. All suspension components should be mounted using stiff or solid type bushings.
Track shape comes into play too as paper clip shaped tracks tight turns long straights tend to need more longitudinal traction than tracks that are more round shaped. 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. The ideas I am about to show you have been proven and is documented in many books. I figure that if we share enough info here that it will help my fellow 3rd gen. Anti-squat or how much the rear squats from rear geometry is not one of them. We reset the cambers to a positive + 2.