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Post by flipflopoo1oo on Jun 28, 2014 20:04:06 GMT -6
I never had this problem with any chassis! My bars are steer rates! Pull bars and fifth arms for traction! If lifting more than two inches to a floated position of traction, I just added more rear percent by moving what I could or lightened the front! After that more pounds of left rear until it effected steer recovery! Then and only did I not trade handling perfection for lack of well placed lead at the center of the cars rotation and pivot point of turning left! (The low left rear position) If you only had one brake, left rear would be it if you wanted to turn left! Thus the pivot location! Locked axles changes things a bit more to the right! The extra braking forward down force of having more rear traction counter acts the 150 pounds added! A LLR location added more left rear in this process instead of rising up off the spring! The pivot was moved rearward placing the lead in the center of sling location as to not sling at all but help rotate the car left without loosing left rear weight! It holds to be the focal point of all movement of the chassis! Down in the front or down on the right but never up more than 2 inches! Granted the car weighs more in the middle and shorting the wheel base under power does help but at what cost in traffic or transitions in steer and air drag! If the weight limit meaning was that you could not go over, it would be a different story! Floating traction verses locked up should let the shocks provide more traction too! How many longer shocks were sold this year or chains? Just changing parts trying to get bite is bad enough! Some live for the challenge of making things work the hard way! Simple always won for us! Use what logic demands and add a few well placed pounds where it does the most good LL&R! Just as you would as if you needed more steer or roll off of the left rear on to the right! It also keeps left rear compressed heights under control! You may have to change some other things in your setup to make this weight work for you but you should be used to that by now! This is the best tip I have in winning so much with very little traction or steering problems ever!
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Post by flipflopoo1oo on Jun 30, 2014 8:24:28 GMT -6
Does a 53-54 left side roll up easily or jump the high cross bar to do so when leaned hard left? Mother nature says it going to roll to the right but down on the right first before lifting the left side at all! She does prefer doing some things her-self and pretty set in her ways! Right rear doesn't balance traction when rolled with out enlisting the extra help of springs or their movement of perches and left drive! While this can be done correctly on any one track at a given time by throttle control, the OLD GAL in charge is a bit slow in planting the right to send you speeding around the turn on left drive, when she says right is her choice! So I give her what she wants before she ask and that makes us both happy! Planting the right and having not more but a close to balance in rear traction, lets rollout do its thing! Being balanced with out transition to get there allows on or off throttle movements with-out upsetting her at all! I prefer to be on the floor going in and planted to pull wide open (minus a few horses for 3 car links of being hooked and moving) through-out the turn and the rear closing sooner coming off with right drive for better exit! This all done with out loosing the cross and left rear traction but by gaining right to help traction in the turn! I hope my post does help you to a better understanding of your own set-up in the process of eliminating the ills of mother natures games that SHE is playing with you! If she makes you nose, give her a hand in the process by not having the right ft. loaded by the cross to get left rear! If she wants to roll your car over to plant, do it before she even ask! If she wants to transfer weight to the rear, I have already started the process by upping left side rear percent to have left rear with-out the fronts help! If she says HAUL ASS NOW, I already did that too! Getting older I look at her as more of a loving Grand mother figure than some old hag to have to deal with and please! Any movement or change of setting changes at the least 20 points of interest! Start by writing five down and see if they are all good or just bad to start with on your set-up to help you understand things better on any set-up! Make a list of factors and related changes that effects one point the most! Do your home work JACK!!! Do some research on different set-ups and then choose the one adjustment that works the best! What helps one seldom helps others unless exactly the same car pound per pound, shock to shock, spring to spring, off-sets, rollout, air pressure, compound and grooving! Less not even mention drivers styles or weights or horses applied in our case! Your Mother Nature will be proud of you!
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Post by flipflopoo1oo on Sept 15, 2014 15:16:30 GMT -6
If toping out, the drive thrust is pushing up instead of forward! drop the left and raise the right until a balance is achieved! If then raising both too much decrease both evenly! Pay close attention to excessive rear spring rates! Add a few pounds rear as you can to get a better rear percentage to hook correctly! Notice out of order pull bar locations in lifting or pushing to correct both issues of tight on or off the throttle! Get the J-bar and right rear off set at a out of the way adjustment before even starting to get a car to handle! Both give false positives at track factors in unwanted change covering up the real problems at hand! While both can cause hike of left rear, with out them adding to the mix you may find other causes!
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Post by flipflopoo1oo on Nov 23, 2014 9:41:09 GMT -6
Keeping things loaded instead of changing too much to get a dab more and loosing drive fundamentals of lean and steer that aid in better ways of traction is a high price to pay by toping out! A ridged fact most have had to shorten with shocks, chains and bar lengths! Even the usage of the shock numbers to fit the jump is compromising elsewhere in the set-up! Running by under-slung rules a few years would be a learning today! Even the angle and free mounting position of the j-bar has to give way to the sideways motion of all the steering angles! I have spent my life trying my best to keep things where I wanted them to do the job intended while not interfering with others doing the same! A few well planed compromises came together in the mix of things to get the jobs done even better than before! Learning should never top out!!!
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