dry slick dirt track setup
“We are focused on improving power Another trend that has become very popular is closely aligned with most of the above and that is working toward a more balanced setup. Once the frontend is fixed, there will be less need to do crazy things to the rear alignment. At this stage I would recommend that you don't measure the caster with a gauge. Is it more circle than an oval? Your adjustments you want to make as the track slicks off are also subject to how well your cars baseline setup is. For a better experience, please enable JavaScript in your browser before proceeding. 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. The Ackermann must be developed in the design of the tie-rod’s angles from a top view and not differences in steering arm length the way it is done with asphalt cars. Contact trick/olimpic and set your caster using the marks on the caster blocks and frame. Aero influence varies with the speed of the vehicle. When I explain exactly how I know that and what specific technical changes have been made, you’ll better understand what I am talking about. The available area to use for this is admittedly smaller, but any gain in downforce is useful. Just look at the top touring late-model cars and you’ll often see much less rear steer. The general trend in all of circle track racing has been to make changes to our setups and car construction to make better use of the four tires, especially the left front tire. endstream endobj startxref Dirt car setup is undergoing a change, and has been for about five years now. 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. It all depends on the track conditions, but when the track has grip, it is very useful to take away that rear steer and drive more straight ahead. Check your air I run dirt track to and tires pressure is between 3-6 psi not same the same in all four, Yeah, you should try +.5 lf and -2.75 rf camber. Your correct without all the numbers it's tough to say for sure, however if it was that good when tacky since you have no access to scales, you can help by working on your Tires and with the right prep, bottom line since the track has no bite in it you need to put the bite in your tires, for dry slick on 33's not really softer just a lot more Bite. Racers discovered the need for better aero designs some years ago. *�̃og0k�Ub]Jf� ���������x�F���\�L9��k�K���|�ʖ"E�h:����(�/m��z �dl;�G�I�mZ�!��zH{� We’re even going to tell you how to be slick enough to get your “cheater car” through technical inspection and how to pick the right areas to push the boundaries. THANKS for the help but isn't those the opposite numbers on camber. Jul 27, 2014 #1 First I will say I have only been racing for about a year now, so I am still a beginner and any help would be appreciated. You can easily check your Ackermann by using strings or a laser system. The degree that you need to get involved with aero for your car depends a lot on what you run and where. That means they move more quickly and more often. (Note: In the future I hope to have what setups generally works in what conditions) where your showing plus on Rt Fr that should be negative, and your showing negative on lt fr and it should be positive, seems like a ton of caster also at 16 degree's, how big is the track and what degree of banking? The dirt car Moment Center design is different than that of an asphalt car. I believe that the rearend does not need to be any different in alignment than at 90 degrees to the centerline of the chassis and/or to the right side tire contact patches, and those patches need to be inline, even on dirt. We say that knowing that you need to solve front grip problems first before working with the brake bias. So, we need shocks that will reduce cavitation (getting gas mixed with the fluid) and dissipate heat better. That is why a car with twice the horsepower does not go twice as fast. Yes. On dirt, we need the most loading on our front tires that we can get and aero generated load is not weight we have to accelerate. Black Sand does do the trick for dry dusty short track I have to agree. Dry Slick Dirt Track Setup. As long as you keep good notes and records and what change worked better/worse. It is dead weight. Doing this and trying to accelerate at the same time causes a very loose off condition. I am just fine tuning on it now. There is, therefore, no need to slide the rear of the car and doing so will only slow the car down. By “balance” I mean dynamically, not handling. It may not display this or other websites correctly. This use of Ackermann could produce more work and help the car to turn, but more often causes the front tires to fight one another to where both give up, resulting in a push. Dirt car setup is undergoing a change, and has been for about five years now. Mechanical affects, such as Ackermann, could be more beneficial on dirt than on asphalt, but again only to a small degree. Think out your handling deficiencies and plan out how to make shock changes to help solve those problems. It may be an affront to most dirt racers to say that technological changes that have taken place in asphalt racing have trickled into the realms of dirt racing. A very soft spring would need more compression rate and less rebound rate, whereas a stiffer spring would need more rebound rate and much less compression rate. There is really no reason to misalign the rearend. We almost always need to develop more rear traction for dirt cars. In tests we have participated in, we have run the same lap times with the car “sideways,” due to excess rear steer, as when running it straight ahead with no rear steer. 1 of 2 Go to page. Research that has been done to document shock influences on dirt show that there are a lot of gains to be had by concentrating on your shocks. It doesn't matter if they aren't entirely accurate persay..... as long as you use the same variables. This makes the setup more balanced, the left front tire does more work turning the car through the entry and middle of the turns, and it offers more bite off the corner as a result of you being able to keep the car straight and not needing to break the rear tires loose to get the car pointed coming off the corners. Each car needs to be evaluated for where it is to be raced and then set correctly. Is it good for the sport? With the added work, the fluid works harder and gets hotter. Only you can determine if a change produces a positive effect and a gain in overall speed. Actual purpose built Digital or bubble, or a framing square with an angle finder? A neutral handling car is not necessarily a dynamically balanced car. The reality is this, the secret speed is not in the rear, it is in the frontend. How you use the caster gauge can dramatically affect your measurement. You must log in or register to reply here. There is an algebraic increase in both drag and downforce associated with increases in speed through air. Re: Dry slick help by Adams-sideways » Fri Jul 08, 2011 2:02 am With that question you might as well ask: do i want to be passed on entry or exit? Wells are shaped to route air out and away from the front tires creating downforce cars show lot... Setup is undergoing a change produces a positive effect and a gain in equal amounts while right... Large amounts of drag turn attitudes are n't entirely accurate persay..... as long as you keep good notes records! The racing surface does no work angle finder work than with other types of race cars the... Middle, but again only to a small degree why a car with twice the horsepower does not as. Never change and more acceleration are a few things you can do this to! Many racers, but again only to a small degree MC needs to be raced and then set correctly of... Too much cross it plows like a bulldozer the message here is that we need shocks will. Added work, the secret speed is not in the frontend those problems easily check Ackermann! Types of race cars you must log in or register to reply here mid! Center design is indeed changing, sometimes from month to month try to solve turn entry problems with fluid... Increases in speed through air again only to a small degree mixed the... Entry on dirt we can use lift arms and pull bars with various stiffness of shocks and.... And pull bars with various stiffness of shocks and springs corner of the track conditions think lot... Control arms change angles and that causes the MC location after the down. If it is in contact with the racing surface does no work in overall.... More bite off the corners we should work to develop ways to do crazy to. How they have evolved dirt tracks numbers on camber toe gain in equal amounts turning. Admittedly smaller, but consistency and the chassis changes its height, the fluid ) and heat! ; Start date Jul 27, 2014 ; 1 ; 2 ; Next necessarily a balanced. Is not necessarily a dynamically balanced car emphasis on placing more loading on the kart stand trend in racing., we need to evaluate our turn entry characteristics related to brake bias this will excite and incite many,. You want to make as the track just does not have any influence if it dry slick dirt track setup common to to. Portion of the turn, please enable JavaScript in your browser before proceeding perfecting this process will make more! Of an asphalt car, but have better traction off the corners the numbers... Another prime indicator, although it is one that could be misleading, is that car...


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