Since each side at each end will usually have different rate springs, the amount we change the spring height adjusters will differ side to side. Most people find this out pretty quickly. Forum Actions: Forum Statistics: Threads: 167; Posts: 1,367; Last Post: . Other than that you need to watch the suspensions. So, ride heights in the front are more critical for maintaining camber angles. Choose a level spot in your setup area. Be sure to have the weight of the driver in the seat. I dont get this. However, for dirt oval RC cars, foam tires are the norm. For our example we use: LF 200, RF 250 - 250 200 = 1.25 multiplier for the front. All 4 scales must be within 1/8 of an inch. If you moved only one point, then the problems begin. It's just turning left 2 times per lap. Motor: 550 or 540 motors only. "Springs and chassis components can be adjusted to push down on one rear wheel," Bickel said. The "Corner Weight" (virtual scales) now determines the ride height and/or corner weigh . 50% then Wedge Delta will be 0. Don't just blindly cross weight it thinking it's the "right" way. close to where I wanted it. Adjust the cross weight for more extreme conditions or different circumstances. the front ramps then jack up the rear and lower it onto the rear scales. 4m.net - The Most Opinionated Racing Message Board In The Universe. < Enter your corner weights in pounds or kilos and click 'Calculate'. The height of the rear roll center (and the front also) is critical to handling. I use 2x6 wood planks as ramps to drive the car onto To truly optimize your shocks, your overall suspension setup must be right, including ride height, camber, caster, toe, and the correct spring rates. Doing the multiplication to square that number, we get 1.1056. Excessive front toe in will make a car turn into a corner quicker, & may create a loose condition. You need to follow distinct directions to set up your RC for a dirt oval. Moving or removing weight is one Replacing a heavy battery with a light weight one allowed me to get close . Jun 7, 2018 #5 . It was a good car. I tried the Small angles can throw off your readings significantly. Now that we understand why we need to maintain a set ride height, let's go through an example of how to set ride height. Rolling the car onto the scales from a small ramp that's the same thickness as the scales seems like a better option, but does it truly remove all the bind? Bearings, like sealed roller bearings,solid bushings, or spherical joints. Just make sure none of them are flat or wildly overinflated. When dealing with advanced suspension tuning, some people may adjust the corner weights in a manner to impact the way the car handles based on the tracks layout. Always record the cross-weights and ride heights for reference at the race track in case changes are needed. upgrading our street stock suspension part 2 the rear end. Left Front and Right Rear but you'll have to test to find out what works best. I've spent an hour this afternoon trying to do corner weights "on the cheap" using our IKEA kitchen scale (cost - 15.99 a few years ago) and three wooden blocks cut to the same height as the scale (38mm). It still pays to be thoughtful about weight placement fore and aft in your car. You will never find a perfectly level spot at the track, so don't waste time looking, unless you can set up your scale pads and set up ramps level. First some baselines. it would help the car turn left and accelerate better. To add weight to a given corner, raise the ride height at that corner or lower the ride height at an adjacent corner. The less fuel in the tank the tighter the chassis will become. The first spreadsheet below is what I started with. you raise the rear of the car 10 inches or more and re-weigh it. The fact about this concept is when you put a softer right rear bar in, the car rolls more to the right rear but it is actually transferring less weight. In circle track racing, we often, and almost always, have different rate springs on each corner of the car. While several different setup parameters could have caused this situation, a likely cause is excessivecross-weight. Setting static weight distribution and adjusting cross-weight percentage is one way to assure good handling. So 2.5" springs and experimenting is the way to go- I think I know that much.. . Record each spring rate. These are your target weights which will yield a 50% Cross Weight: Left Front = Cross weighting is crap for road courses and only applies to turning one direction OR if the car is about 50/50 F/R weight to begin with. Still, it is a worthwhile goal to strive for 50 percent left-side weight. Since I went to 800 front and 700lb rear springs over the winter I need to roll the car back and forth a few inches several times, being careful Basically - after you finish the set up routine, the car goes in the hauler. as Left Rear Bite + Right Front Bite. Shock Angle-measure the angle of the shock installed and at ride height. not to push it off the scales, to unload the suspension (as the car is I highly recommend using a laser level to confirm the 4 scales are level to one One of the most important aspects of racing is having a good handling balance. Both of these items will impact the cross weight of the car, and therefore they are important in the corner weighting process. Wedge is a term used in the That is why it gets tighter. Typical racing scales will calculate this for you automatically, but you can rig up something that will work using a single scale and 3 equal sized spacers to get a good estimate. Make sure all of the weights are in the car including fuel, oil, battery, cooling water, hood, and so on, or weights that will simulate those. "This is called chassis pre-load. looking forward to getting it back! You're better off not corner balancing the car than doing it on an unlevel One of the keys to obtaining a good setup is using the correct procedure to weigh your race car. Classic Truck. the scales and zero them with no weight on them. Look at the car as a chair with a short leg, if you want it to turn equally well left and right aim for 50/50 diagonal. retract the right rear tire which puts more weight on the Left Rear and Calculate the rear weight bias by adding the rear weight (LR and RR) of the chassis and dividing it by the total weight of the chassis (LF + RF + LR + RR). You've tried springs, shocks, different bars, neutralizing the anti-roll bar, and nothing seems to work. 2. We run an extremely high banked 1/5 mile clay oval in Alabama that is always wet and low bite. An analogy which is commonly used is to imagine that the car is a four-legged table. At the right rear, a quarter-inch change in the height of the end of the link will change the angle and can make an asphalt car undriveable. Corner-Weight Distribution Bickel points out that corner-weight distribution refers to the amount of weight carried by diagonally opposed pairs of wheels. Wheel Load-We have already determined the wheel load we desire in No. In order to perform the set up routine the car needs to be completely ready to race. Calculate the spring rate multiples. I will say that if I'm starting on a fresh setup, or the car has been lowered, or I find myself making massive spring perch changes, then I will loosen all of the suspension bolts so that the bushings can relax and find their new happy place. The ride heights are critical to the geometry settings on the car and the static weights help determine where our loads end up on the track in the turns. I use 2x6 wood planks as ramps to drive the car onto Here's how we find the multipliers. used are 0.045" thick. I plugged in a bunch of numbers into my calculator and it all checks out. to balance your car in one big step. Intercomp 102030 5X5 Hub-Mounted Corner Weight Scale. In our example, the front average is 4.25 and the rear is 4.75. More stagger usually loosens the handling in left turns, so more cross-weight is used to tighten it up. First the tires. Yep, old struts that are drained of fluid and have little to no resistance. The rear is 2.125" wider. Corner_Balance.zip Excel spreadsheet. 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. "two linoleum tiles & salt" technique to allow the tires to slide on the scales 12. Delta which is simply the difference between the two diagonal tire weights. of the scale to take a reading. I usually mark an even inch and write that inch number on the tape. Make small changes at the track, and make only one change at a time. February 2017 -Suspension design process. CG Height Calculator, Cross Weight % = Lay the bag flat onto the scale pad, partially open to vent, lower the car into the bag. anti-roll bars then leave them connected. Delta is equal to (Right Left Front and Right Rear but you'll have to test to find out what works best. 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. Left front weight + right rear weight = right front weight + left rear weight. 50% then Wedge Delta will be 0. Here's apoor mans way to reduce the effects of tire scrub/binding when the car is lowered onto the scale pads: Spray Pam into open bagto coat and lubethe inside, rub the bags between your hands to distribute. turns. Firstly, you need to balance out your RC. My track width with CE28 17" x 9" wheels That is equal to 7/8 turn of the adjuster. My shocks are double adjustable, as many will be when at this level of prep. You can see that the leverage ratio in the crank link reduces coilover(and thus shock) travel, and The advantage to wedge is that the left rear tire carries more load, so the car drives off the turns better. Smaller will scrub less speed of if your not sideway threw the corner. Today's oval supposed to. If you want more turn in one direction put extra weight into the inside rear or outside front. At the rear, your rear control link angles are critical to maintaining rear alignment and determining rear steer angles and/or reducing rear steer altogether. Keep in mind the stiffer your springs the If you lower the ride height at a given corner, that corner will lose weight as will the diagonally opposite corner. the scales. The crossweight percent will have changed to, say 55.4 percent. Keeping track of Bite and The ultimate goal is to find the balance that will eventually lead to faster lap times. The more power a car has, the more that static weight over the drive wheels helps acceleration off the corners. Now that's pretty cool! If you don't want to change your ride height then a more balanced approach would Use a load of fuel for where you you want the car balanced, either at the start of the race, the end of the race or an average between the two. - can make your car dive like a dump truck or a block of wood on ice. And what do you mean by "lots of bearings"? To do this, we add five rounds of pre-load to the RF. The LF needs to go up 0.3125 and the RF needs to go down the same amount. Tell the shop you will be disconnecting the rear sway bar when obtaining the estimate. Or it could also be possible that the signal is smoothed in the programming. Race Classes Whats Available and Acquiring a Racecar, Suspension, Glass Sunroof Replacement and Racing Seat and Harnesses, Fire System, Transponder, Rear View Mirror. Once the corner 2. By lengthening or shortening a leg, it increases or decreases weight on the other legs. But in a right turn, the opposite occurs and the handling is worse. 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 A. will help with those turns. All 4 scales must be within 1/8 of an inch. If it slows to 100rpm, the outside wheel will spin at 300rpm. For dual a-arm solutions, dead shocks can be used with springs and they can be built with much less bind out of the box. We delve deeper into race suspension tuning basics here. In contrast, the corners on most ovals are super speedways are of a similar radius, and run within a very narrow range - closer to three-to-five miles an hour in difference. You can change ride heights later on, but remember that your front moment center geometry will change and your rear geometry will also change, including link angles and pinion and third link angles, as well as rear alignment in some cases. To maintain the ride heights, we also must reduce weight or preload at the LF and RR springs. What you're saying makes sense, but I can't explain why it took so long for my car to settle into its final weight reading. And since the necessary scales to complete this process cost in excess of $1,000, I suggest you have the corner weighting done by finding another club racer in your area who has (or knows someone with) access to scales and would be willing to help you. per wheel. balance is complete put someone in the driver seat and reconnect the This adds pressure to that end of the car just like putting the paper wedge underneath the table leg. Motion Ratio of the lower control arm. racers add "wedge" by adjusting the right rear spring perch--they Bite and Wedge Delta are How would you makesomething like that? Wheel Offset Changes. The design has the engine and transmission scooched over to the drivers side so the drivers side weighs more empty. Check static weight before working on cross-weight. Because karts have so much caster having the steering turned even slightly will cause a big change in the corner weights. 6 Check your ride heights and make small adjustments for ride height and crossweight percentage if need be to finalize your setup. 9. The third thing I look for to make at the track dirt race car handling decisions is where the driver lifts the gas going into the corner, and the overall entry speed. I just run higher pressure for the street, I feel mine is pretty close as is. Wedge Delta can also be thought of If your car has coil over adjustable shocks you should consider Step 1 - Determine Sprung Weight. The overall effect is much like having no shock in the equation. Softer Right Front and Right Rear Springs 10 lbs at a time Car Loose at Corner Exit Reduce stagger rear tires Raise the Front ride Height Move the Right rear tire in. 3. Of course you can add too It's 12. but tend too love the 1/2 miles.I just cant figure out a way too get these. tires. end-link into the anti-roll bar's hole. Can do to just left sidesor right sides, or to all 4. Put the driver weight in the car, preferably the driver. front left and A perfectly corner balanced car will handle the same when turning left and right, and will maximize the tire contact area on all four corners. A jumbo ziploc bag prevents lube from escaping when not in use. Took it to be corner weighted and it transformed the car in to a front runner that the drivers raved about. Taking the time and making the effort always pay dividends. To find LR weight: Do these percentages apply for front wheel drive cars? It changed the wheel weights by 10 pounds at each wheel: I finally went too far when I took two turns off the Right Front (went At least for road racing. bite, a negative value means the Right Rear is favored. TVW CWP FWP or, 2,800 0.52 0.51 = 685B. If you want to lower the front of the car then retract only For high banked tracks, the front spring rate must be increased and it is often necessary to. I vary mine alot depending on conditions, so should I sayset them where I would at the beginning of an average day for autoX? Those will tend to reduce friction and bind at the expense of NVH and added wear. Right handers vs left handers feel quite a bit different-I run out of suspension on right handers much more often, and on left handers the car loves having me hanging out over the inside of the contact patches working the corner. McMaster-Carr adjustable end links When that time arrives, you walk across the racing surface, into the dirt oval's imperfectly defined center, and meet your instructor. Splash = 2-3 gallons, 1/2 can = 5-6 gallons, 1 can = 11-12 gallons, 1 1/2 cans = 17-18 gallons, 2 cans = full tank. If you think you need to make crossweight changes, remember the amount of change per adjuster number, in our case it was 7/8 turns per percent of crossweight at the right sides (left sides again are times the multiplier), and make even percent changes, such as a half percent or whole percent.
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