If a jacked up setup causes us to make more mistakes than one that places all four tires on the track, speed being equal, then opt for the more consistent setup and you will gravitate to the front. The rev limiter is used to prevent us from running too high an rpm, which could result in a blown engine. Readjust the camber after running 20 laps with that spring change then decide if that was really the wrong way to go. What occurs in the chassis? Car feels sensitive or twitchy. Be careful not to overdue the loading of one tire. Under no circumstances would you want a toe in condition.
Curing the loose condition exiting the corner now has probably messed up your chassis going into the turn. In the above example you must take care of the loose condition entering the corner before you setup for the rest of the corner. The more tape you apply the hotter your engine will run. Car will also feel loose exiting a corner while under acceleration. These adjustments are built into the chassis itself. More positive caster will also give you a better feel for the car.
Decreasing the rebound on both front shocks allows the weight to transfer quicker from the front to the rear under acceleration. Less front bias will loosen the chassis. With this system it is especially important to move the lever ultra fast, otherwise the engine will be reinstated during partial dog engagement, causing damage. If the front slides first, the chassis is tight and if the rear slides first the chassis is loose. During tight and tacky conditions, a slight amount of rear steer to the left would probably improve lap times, but only if the car turns well.
If done correctly, good handling will result. The more you raise or lower the bar, the greater the effect on the chassis. The shocks on a race car are going to react the same way in the middle of a corner when your chassis takes set to full throttle. Running camber as such will create part of the pull to left that will help the car get through the corner easier. Consequently, by changing the stiffness of the shocks used on a race car, we are adjusting the loadings on the tires at different points on the race track. Consequently, the left side tires remain loaded further into the corner which helps to turn the chassis. Tire temperatures are the only scientific proof we have of how a chassis is working.
Lower compression will loosen the chassis entering a corner. For the theory and understanding behind our setups and suggested adjustments please read our. Excessive front or rear bias. The dirt car moment center design is different than that of an asphalt car. It only know what you tell it.
The ideal spring combination is one that would produce equal amounts of wheel travel at all four corners of the car. Provides slower acceleration, but higher top speeds. Overall stiffer front springs will make the car tight. This can be overdone and the goal of trying to create equally loaded rear tires could actually go the other way with the tires being unequally loaded with the left rear more loaded than the right rear. Excessively low front tire psi will create a push. These will all create erroneous tire temperatures readings. You can never have too many notes.
It is critical to take notes after every adjustment you make. A neutral handling car is not necessarily a dynamically balanced car. A good place to take the rim temperature is where the center flange of the wheel meets the rim portion of the wheel. A larger rear sway bar will actually loosen the car up due to the fact that the way the weight is being transferred at the rear, is just the opposite of the the way the weight gets transferred at the front of the vehicle. If you do not have this program, you can download it for free from the link below! With non-linear steering, the steering is slower when the controller is close to center position and progressively quickens the more you turn the controller. Excessively low rear tire psi will create a loose condition. Gone are the days of deciding how much fuel you want to add during a pit stop.
Overall weaker back springs will make the car tight. Caster adjustments are better felt through a force feedback wheel. No, because they can center the wheel on the steering shaft. On the whole car, due to spring placement, suspension positioning, and tire diameters, etc. When a tire is cooler or under worked, try concentrating on that corner of the car. Toe in would be just the opposite.
Dirt tracks typically require a larger number at the rear. Lower rebound will tighten the chassis entering a corner. In fact it's the only way to properly adjust for correct amounts of camber. It's not like we don't notice this stuff going on. As with the front sway bar, the rear is adjusted by changing the diameter of the bar. Front sway bar too stiff. Asymmetrical changes seem to have a greater influence than individual shock changes.
Preload can come from several sources. Front spring stagger too high. If you try to achieve even temps across the tire you may develop a push. Shocks adjustments are a fine tuning device only to be used after the rest of the chassis is close to being neutral or stable. The Antis Antidive and antisquat are mechanical influences that can help our transitional phases of entry and exit. Use the front sway bar to fine tune that. Ever heard of site logs? There is a digital trail that sticks out in red among all the other entries and a person would have to be blind not to notice.