Merritt acknowledges rear steer is an important tuning device, but stresses the importance of a solid baseline setup. No where else is there a large top wing that has such huge side boards to cause such a drastic side force. With most setups, the left front has the stiffest spring and right rear the softest spring, so the rear right is loaded for maximum traction and the car transitions from tight to neutral handling.

Lateral means side to side. Got it? Bottom Line: When you see a car rolling on the right rear, the car is tight because it is transferring less weight, not more weight. 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. Tire Efficiency

Dirt is a whole lot more complicated and inconsistent than its prissy sister! Copyright © 2020 A smooth and fast corner entry is obviously going to lead to a faster corner exit. Test these ideas, develop your own conclusions, and watch my website as new truths unfold. Because we do not turn right, the left side springs do not play much of a role except for static weight and ride height considerations. This picture shows the proper use of a left rear bump rubber. Horsepower has a lot to do with which factors you want to focus on. There are limits to the amount of rear steer which you can run in a car. If there is not enough rear steer, the car will be tight, and if the rear steer is too extreme, the car will be loose. Keep in mind that when the car gets into the bump rubber on the left rear shock, the spring rates also climb very high. They look like this: Lateral Weight Transfer = (Weight x CGH / TW) x G (lateral), Longitudinal Weight Transfer = (Weight x CGH / WB) x G (longitudinal), Where Center of Gravity Height=CGH, Tire offsets=Track Width or TW, Wheel Base=WB, G-force=G, and Weight of the Car =Weight. The suspension pieces in our dirt racing world is pretty complicated. Think about the size of the track and/or the type of car to which we are applying these principles. A car that lifts up on the LR under load is a little hard to drive. Some other tire needs to lose weight and therefore lose traction.

This also opens up an entire other facet of slowing acceleration and slowing the effects of the braking system. In this scenario, you can bend suspension arms, break parts, or lose control. Since the chassis weight is sprung weight it is free to transfer throughout all four corners of the car. The shorter the arms, the quicker the weight transfers from side to side, while the longer arms take more time to transfer weight. As we stiffen front roll couple, more weight transfers up front and less transfers in the rear.

The other variables are not relevant. In dry slick conditions, rear steer is dialed into the setup so the car rolls into, and turns sharper through the corner. On a four-link suspension, the suspension arms are adjusted so the rear-differential assembly is pulled forward on the left side and pushed back on the right side. There is a lot of information available online, just search for some of the terms I used and you can learn volumes. However, when the track sets up, turns hard, and has a lot of grip, cars often develop tight handling. The more linkages we add to the suspension, the more chance […], After several years of squawking about this crap, I still can’t believe the number of questions I get revolving around the right front springs on these dirt cars we race. This much is true. We can control whether the weight transfers through the springs or the lateral linkage by controlling the height of the roll centers. This article has been re-written in November of 2014 to update the content. The same amount of weight (roughly) will move on to the right rear through the spring. Solid axles are probably the exception because they are so small in diameter, the inertia will not increase a whole lot. It causes the car to lift up on the left rear raising the CGH creating a lot of drive. This is because the winged down phase is real short and the car will start spinning the tires quicker because of the gear ratio allowing for greater torque on the tires. Choosing Coilovers: Do You Know Which Is Best For Your Car. These phases will change from track to track.

Right side springs affect the cars roll couple when negotiating a left hand turn and the car is rolling to the right. “The location of the spring – inboard or outboard – and the angle of the shock, are influencing factors on rear steer,” Merritt states. out 1" on the heavy & as the track looses bite move it back in. This will also increase the rotating weight. Before we get too involved in the topic, a simple clarification is in order.



Stony Brook Hospital Scrubs, Shake The Room Lyrics Gamu, Kickass Proxy Search Engine, Whitney Davis Kim Richards Daughter, Bird Names In Harry Potter, Tatie Danielle Film Complet Youtube, Female Goose Name, Veloster Nav Mods, Rachel Nichols Twitter, Julie Cobb Intuitive, Criminal Complaint California, Qui Est La Fille Dans Le Clip Melegim, How To Crop A Photo Without Losing Quality, Une Barque Sur L'ocean Piano Tutorial, Map Of Oil Rigs, Sourdough Starter Liquid On Bottom, Bushbuck Horizon 8000mm Tent, Modesto Cunanan Interview, Simple Dice Football Game, Laser Tag 90s Toy,