You're not as far off as you may think and just a few subtle changes will make all the difference. Racing Tech: Hooking Up Your Leaf Spring Suspension Without Traction Bars. In Part Two of "Get More Bite, " we will offer some suggestions for overcoming the problems some teams have getting enough lateral and forward bite. It was mentioned to me by a former Formula one engineer as the most important aspect of racing. Thats haulingespecially when you consider it gets there on belted bias-ply skinny tires and with no traction bars of any sort. The Racing Surface The surface we race on largely determines the amount of traction available under power, and we will look at dirt and asphalt tracks separately. When all available and useable methods of promoting traction control have been utilized, it may still be difficult to apply power without losing rear traction. Load transfer is directly related to the height of the CG, and the higher it is, the more weight transferred to the rear under acceleration. I'm going hot hand, the formula likes Schatz's past performance in Rossburg. At mid-turn, the lateral forces are resisted by the tires at the contact patch, and all four tire contact patches are at the limit of lateral adhesion if we are going as fast as we can without sliding. From the start of the night to the finish should only take/ wing/stagger/airpressure and 1-2shocks changes. A stiffer left rear bar will have two effects: raising the car (higher CGH), and adding static left rear weight.
You May Like: How To Play Music From Your Phone In Your Car. Correct on "blocking". The other problem occurs when the inside edge of the track rises to match the elevation of the outside edge of the track. In all honesty I am baffled as to why it won't work. Finding the Roll Center. Got to agree the camera is pretty cool, the problem is it really shows how much your going backwards. This action, or force, loads the left-rear tire as well as the right front.
I learned to separate when people were pulling your leg from when they had something actually useful to say. So how do you get/gain/create forward bite on a Metric Car, that has to be stock appearing? The two easy ones right off the bat are Tyler Courtney and Rico Abreu. Now a word of caution Im not saying that by working on your car to get a perfectly balanced set up will enable you to win every race every time, but a balanced car will be more consistent and not fade as much over long races than a car that isnt balanced as well. The driver tells us he is not getting any traction coming out of corner, he is not lose but he thinks to much power and not getting grip. This can be done a couple of ways, increase the throw of the throttle pedal or have your driver pay closer attention to the way the car feels. Now let's go back and look at the formulas again, and consider lateral traction first. Ever since Albert Einstein's theory of general relativity, physicist have been trying to tie the two fields together, to devise a theory that fully explains all known physical phenomena into a Theory Of Everything (T. ). I have heard of many cars running well outside of these parameters and winning. Dig deep and youll find all of the really quick leaf spring combinations run leaf springs with a decided forward bias. It's a bad deal for Bloomer, because he had shown some signs of improvement this year, but remains winless in the late model since 2020. One driver who was in the field this week at Stuart that we might not see a lot of going forward is Scott Bloomquist. Now that we recognize that weight transfers to the inside or the left side of our car for a portion of the turn we need to look at the left side springs and offsets. It just goes into a four wheel drift up the track.
Brad Sweet could very well be a co-promoter of this deal, and yet not allowed to race in the events if he remains an Outlaw regular. Softening the left rear spring will tighten the car during roll left or winged down. Loose At Mid-Corner. Existing MAVTV Plus subscribers will be whatever was left on their current deals refunded. Been blocking at 3 1/2 4 1/2 in rear. Increase the horse power. I just can't seem to get this chassis tight enough. Chain TensionAs the pivot point of the rear axle is moved to achieve different anti-squat percentages, it changes how loose and how tight the chain gets as the chassis rolls. This is obviously detrimental to performance because in order to recover the grip in the rear tires, we must back off the throttle and allow the tires to reattach themselves to the track surface. AND WHEN YOU SIGN UP TODAY, YOU'LL ALSO GET THESE GREAT BONUSES. Like Scott, learn to develop a legal traction control package that maximizes performance through enhanced traction off the corners. I had 106 LBS bite (with Driver). Subscribe to this Topic.
These effects are good for tightening up the car when winged down, but opposite for roll right. There has been a lot of talk over the past few years about illegal tire treatment and traction control being used in circle track racing. Many times, the tires are loaded to the extent that the available horsepower cannot break the tires loose. Collectively, they can add up to a marked improvement in available traction while under power. Right rear wheel or more offset. It will work for you, and it will save you alot of tail setup will win with a good driver. There seems to be a lot still to come in terms of announcements, and there will be plenty of questions going forward about how you fit another 12 shows into an already insanely busy yearly 410 sprint car schedule, when you are talking about the World of Outlaws, All Stars, MOWA and POWRi, the IRA, plus weekly stuff in Pennsylvania, Ohio, the midwest, and California. Then, as we pass mid-turn, the added steering generates more than enough front traction to overcome the tight condition and the car begins to get loose. 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. I know that's not possible, but the closer I can get to doing that, the better I like it. " 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. Just understand that to change the amount of weight transfer we need to change the CGH, change the tread width, or change the wheel base. An added benefit related to the contact patch and traction involves grooving and siping with dirt tires and will be discussed later. But, using both rears makes you go forward.
Dirt cars must steer the rear end to the right on dry-slick tracks to develop a more sideways attitude that will point the car in the right direction to be better able to get off the corners. 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. Asphalt cars merely need to maintain a straight-ahead attitude when cornering. I found on small tracks that are slick, generally, raising the car more is the way to go (within reason). It makes sense, but in vehicle dynamics the term is longitudinal (front to back) traction. To keep the car balanced a change should be made to keep the weight balance the same left to right.
The bite we are talking about is what makes the tires stick while we are going through the middle of the turns and while under power off the turns and down the straightaway. He bagged $25 grand last week at Lernerville in his lone All Star start this year, and since finishing 17th at Volusia on February 12th, has Outlaw results of 3rd, 1st, 7th, 2nd, 2nd, 1st, 2nd, 1st.
Also, the car can be so tight he's having to drive the car through the set, which will exacerbate any loose/low grip issues he may be having. Left rear behind axle. The left rear tire looses the most weight of all the tires.
Some older dirt tracks and ones that were originally dirt and then paved retain a straight front stretch and a rounded-out back straightaway. Horsepower has a lot to do with which factors you want to focus on. You May Like: Repair Cigarette Burn In Cloth Car Seat. Just some notes from Fremont last weekend (where the video was taken); way to over geared and couldn't throttle modulate without ripping the tires off-I think that contributed to the loose looking car, 1025 bars way too stiff for slick track, front could have been raised more.
Its better to finish second and know why than win and not know how or why. Spinning the tires seems like a foot problem if you can keep up with the rest... One is when the outside edge of the track drops in elevation and the right-front tire follows the drop-off, which, in turn, lifts weight off the left-rear tire. Many of the topics I brought up in my blog were things I could see happening with cars that no one else was talking about. Also, if the RR tire was supporting more weight than the LR tire, then with this effect, the two rear tires would be more equally loaded, providing more forward traction. It will resist squatting resulting in better forward bite because it will keep the CGH higher.
Like a paddle in the water, the further you push the paddle down into the water, the more force you can put through the paddle to propel the boat. We also know that Rico hiring Ricky Warner was done with an eye on full time Outlaw competition. My days we had a racket out to the left front Torsion stop. As that load is applied, the rear springs will compress to absorb the added load. If left side weight is too low the car will either be very tight or very loose into the corner, but not have the traction off the corner that it should. Balancing the setup and geometry so that the rear tires are always gripping the racetrack, ensuring that the car is not tight (leading to the "tight/loose" syndrome). Other than holes or bumps and rises in the surface, we can expect the grip to be the same over the course of the entire event. So there is a balance.
Raudman hasn't named them, but I think we can make some educated guesses about what's possible for the future. Any pressure put on the rear end by virtue of the link wanting to straighten out is offset by the reduced compression in the springs, and the trade-off in total load is even. The huge wings and side boards that we run are unique in the racing world. Wing angles are nose 30 deg. Any suggestions or tips would be greatly appreciated. A higher RC on one end of the car will result in a stiffer roll stiffness on that end of the car causing more of the total weight to transfer at that end of the car.