corner weights for dirt oval racing corner weights for dirt oval racing

I've actually lowered a miata a decent amount just by forcing the bushings around. anti-roll bars then leave them connected. In the old days when we ran close to equal springs at the front and at the rear, we could just put one round in the RF and one out of the LF, one in the LR and one out of the RR to put cross into the car. This can make maneuvering in traffic difficult, even dangerous. The process is so basic to the setup of the car. The tiles I I can see binding throwing off each corners weight but the sum should be the same. and measured between the outside bottom rim edge is 67.75" front and 69.875" The left rear link angles are less critical because that corner moves much less than the right side on asphalt cars. document your current ride heights and your coil over changes each time It still pays to be thoughtful about weight placement fore and aft in your car. Bottom line, you can strive for perfection, but ultimately youll just make yourself crazy. Check your tire pressure and bump it up to the hot pressure Now, look into details about the matter. Useful fabrication tips for just about any project, A crash course in 3D printing | Making Stuff: Part 2, How to make the move to an aftermarket ECU, 10 Must-Have Tools for a Scratch-Built Car, Fitting tires and wheels when an off-the-shelf option isnt listed. Firstly, you need to balance out your RC. Adjust the front up by 0.0625-inch and the rear down by 0.4375-inch. springs to put more weight on the left rear (and right front) tires and Bite and Wedge Delta are If the car feels loose on corner entry, lower the left track bar. When you adjust your coil overs There is work involved in going fast for the full race and racing other racers clean. Other things to take into consideration are track conditions and weather changes. CG Height Calculator, Cross Weight % = This makes the cornering force balanced from left to right and offers the best performance overall. Choose a level spot in your setup area. And I cannot really move any weight around. Are they non-adjustable? It's I noticed that the spreadsheet I'm using on the left of the picturesets my "target corner weights" to less than 50% (49.6%),why is that? Battery: 2 cell lipo max For that level of caring, I wouldn't think too much about it. In other words, to make this method work, wouldn't you really have to drive the car around, preferably going over a few pretty serious bumps, before driving onto the ramps? Rock or bounce the car helps. 5 diameter stainless ball bearing on top of a 1" shortwell socket on the center of a floor Jack and jack the car up in the center of the rearend housing. important for oval racers, especially on dirt ovals. You can see the article here: The Track (FATT) event and it handled superbly. But this doesn't explain why the Vette's readings came in so well, while I had to jump up and down on my door sills quite a bit before my car's weight stabilized at its expected value. We should now be at, or near, the desired crossweight percent. 2. want balanced turning in both directions. If you increase the amount of cross weight or left side, you will decrease the amount of bite in the kart. You need: 1. I just run higher pressure for the street, I feel mine is pretty close as is. need to roll the car back and forth a few inches several times, being careful The weight transfer process occurs regardless of the spring rates at each corner of the car. typically not concerned with bite and wedge delta because they usually You're better off not corner balancing the car than doing it on an unlevel track are left turns then having more weight on the Right Front and Left Rear With the driver weight, the left side might move down 1/4-inch and the right side down 1/8-inch. Unless you have some kind of stupid hyper-critically damped NASCAR type dampers this isn't really necessary. You should also complete this process with approximately the amount of gas with which you will be racing. to get them exactly level. it would help the car turn left and accelerate better. The effect of shock rod seal frictionat the wheel will be reduced by the crank leverage ratio. Excessive front toe in will make a car turn into a corner quicker, & may create a loose condition. %Right Weight = height and the shocks set to the exact same spring perch height Right Front tires. Road racers can take a page out of the oval racing book and split the adjustment between all four wheels--extend the LF and RR 1 1/4 turns If a setup sheet read as "30 pounds of bite", there would be 30 pounds more weight on the left-rear than the right-rear. It is a critical set-up tool. Bounce the car at each corner to free the suspension from any bind, then roll the car onto the scales. 9. That is why it gets tighter. Do these percentages apply for front wheel drive cars? It's just turning left 2 times per lap. Corner_Balance.zip Excel spreadsheet. , = change needed to get to target weight, Cross Weight = You can also put two linoleum tiles with salt between them on You can see that the leverage ratio in the crank link reduces coilover(and thus shock) travel, and Forum Actions: Forum Statistics: Threads: 167; Posts: 1,367; Last Post: . If it slows to 100rpm, the outside wheel will spin at 300rpm. front left and I have now added the ratios so I can visually see what's happening. intentionally favor a turn direction. The important thing to remember is that the laws of physics are the same whether you are racing on an oval or a Before putting your car on the scales you need to power up June 2017 -Center spring steering, corner judder w/ swing axle or beam axle . Corner balancing, sometimes referred to as "corner weighting," of the scale to take a reading. On an average workbench/table that's close to level, it's probably < 3g difference per corner, which is within the tolerance of stiction / binding in a touring car. another. That is why a stiffer right rear spring makes the car looser. The LF needs to go up 0.3125 and the RF needs to go down the same amount. It also helps when shaking the car to take the bind out of the linkages. [ 1] In circle track racing, the use of the term "crossweight" gives us an indication of the weight distribution on the four tires. I used a laser level to project a horizontal turns. For asphalt, on the flatter tracks, corner entry is enhanced when running a softer right front spring. Make sure under all conditions that you will have at least minimum ride heights. The third, and probably the best, option seems to be to invest in a set of hub stands, as this not only takes care of the bind issues via their built-in rollers, but it just makes the task of doing the alignment a lot simpler as well. The outer rear tire drives "around" the outer front tire, allowing the chassis to efficiently turn into the corner because the rear tire the same time. The problem with this option is simply that hub stands aren't cheap - the lowest priced ones I've found are $849, kind of a lot of money for something most people wouldn'tdo all that often. Keep in mind the stiffer your springs the on each wheel to speed shock adjustment. Now that we understand the value in maintaining ride heights, just what heights do we want? If your car has coil over adjustable shocks you should consider If you go to a tuning shop that provides this service, estimate that it will cost you $90 $150 to have them corner weight the car for you. Put the car on ride height blocks without the shocks in the car and then measure the shock length from center of bolt to center of bolt. racers discovered they could insert an actual wedge into the left rear I was surprised to find, contrary to my experience, that the Vette came is very close to itsexpected weight as soon as it was let down on the scales, without having to take bind out of the suspension. Adjust the cross weight for more extreme conditions or different circumstances. Corner Weight: (1/2 the front or rear weight) Use an accurate racecar scale that will weigh each corner of your car. It is defined as the total weight resting on the right-front (RF) and the left-rear (LR) tires added together, and then divided by the total vehicle weight. you run on the track. To maintain the ride heights, we also must reduce weight or preload at the LF and RR springs. Granted, moment centers will stay fairly consistent with small movements of the chassis in dive and roll from the ride heights being off a little. I usually mark an even inch and write that inch number on the tape. Once you have established an ideal moment center design and the correct cambers through testing, you need to maintain those throughout your season. 3 To make changes to establish the crossweight percent, we scale the car and record the crossweight percent. difficult to position all 4 scales so you can just drive up on all of them at Knowing those numbers will allow you to set and/or check your ride heights if the driver isn't around by adding the difference to the intended ride heights. that turns equally well in both directions. They are never level. Bite should be positive for oval racing, Wedge = rod movement from the wheel to the coilovermovement. These are your current calculated weights: Total Weight = Front Weight = % Left Weight = % Right Weight = % Rear Weight = % Cross Weight = 50% is optimal Bite = Bite should be positive for oval racing Wedge = % Wedge Delta should be positive for oval racing Front + Left Rear) - (Left Front + Right Rear) and tells us how much Get it right and your car launches down the corner, hits that hard hairpin just right and holds the corner at full throttle. g) Oval track and road racers use slightly different vocabularies to describe the adjustments made to their cars and the effects these adjustments have on the car's handling. lowered onto the scales the tires will need to spread out to unbind the Then if it's for a particular road course, you will find several seconds optimizing for select turns and throwing any of the above methods out the window A friend's Chump Car found 2 sec at VIR making it turn right better than left. left to right. McMaster-Carr adjustable end links Even on a track with mostly right-hand turns, the problem in the left-hand turns costs a lot of time. Wheel Offset Changes. The total weight will ALWAYS be correct unless you can find some way to suspend gravity, if you can let me know. Wedge Delta can also be thought of Taking the time and making the effort always pay dividends. I use 2x6 wood planks as ramps to drive the car onto A lowered rear roll center promotes side bite at the rear which tends to tighten corner handling. For the teams that are running very soft front coilover springs, you will have a very difficult time moving the adjustment ring with your shocks in the car because of the high amount of pre-load on the spring. suspension). If you get the car neutral in left turns, it oversteers in right turns. ride heights after every change. You need to follow distinct directions to set up your RC for a dirt oval. Wedge Delta can also be thought of Make sure the vehicle is loaded with driver, passenger, and cargo just like you will drive it or . You can lower the cross weight to help on tacky tracks. Heres a. setup for a weekly show: 1. Wedge Delta is equal to (Right If we remember, or record this number, then we can easily make changes in the future to get to our intended crossweight percent fast and easy. Step 1: Setup And Tuning The Tires Most regular RC cars use rubber tires. Cross weights can be changed by making ride height adjustments to the coil-over suspension by either winding the lower spring platform up or down. Tell the shop you will be disconnecting the rear sway bar when obtaining the estimate. This approach is commonly used in oval track racing. As the shopping cart is pushed forward the front wheels spin back and trail behind the caster line. You've tried springs, shocks, different bars, neutralizing the anti-roll bar, and nothing seems to work. Guess I have to try it. In our example, the front average is 4.25 and the rear is 4.75. spread when the car is lowered onto the scales. To increase left-side weight, move weight as far to the left as possible. Even 1/8 inch difference will make a difference, especially if you have For our example we have LF 3.625, RF 4.75, LR 4.625, RR 5.75. Thanks; what you say makes sense, of course, but repeatability is always going to difficult unless you can get rid of most of the bind, right? Bite and Wedge Delta are retract the right rear tire which puts more weight on the Left Rear and We run an extremely high banked 1/5 mile clay oval in Alabama that is always wet and low bite. These tell us all we need to know about the setup relative to the weight distribution. tank of gas, and no driver or passenger: Now here's the same stock S2000 with a 215lb driver in the seat: I was really surprised to see how far off the stock S2000 was A 50% Cross Weight will yield a balanced handling car, one I started out with the KW spring perches set exactly the same Are they adjustable? Check your tire pressure and bump it up to the hot pressure You need a nice, flat and level surface for the scales.