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Post by flipflopoo1oo on Aug 17, 2014 9:01:57 GMT -6
Its hard to keep up with the improving pace from week to week much less race to race and track to track! Rule and class changes of year to year in pounds, shocks, springs and percentages is hard! If racing has taught me anything it's that you better be trying too, if you want to keep winning! Each peace of the car has its own purpose to do well all by its-self, first and foremost! Any ill of other change of that job is futile in getting anywhere closer to working correctly! Letting things happen that you know will happen and are curtain to is used best as flow in helping and not drag against! The roll should need no help to over come the left percentage! The steer should be natural on and off as the car leans or straightens! The turn of the wheels should naturally help in direction of travel even if sideways to correct things! Most set-ups are set to work by the weight you have to start with but all is moved from center to improve! I just move mine to fit the set up of least resistance to hold to the track firmly on all 4s! A reverse engineered set up if you will to fit each need as addressed! Doing any change to that once set has ills a plenty! Sliding the weight you have is best and not having or adding to the right (left rear) spot to make it correct to all things is what we all do. Compromise by changing weights location, movements and timing works best for me! You can improve on some things but other are best left alone once working!
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Post by flipflopoo1oo on Aug 30, 2014 19:12:25 GMT -6
If you consider the change or part change to a stock car with a even balance of settings, it may help you understand good choices better! For instance-- right ft shock if you want it to nose first being softer! Not all are so simple but you may see a trend of incorrect answers! If more left weight, stronger left ft. or did you consider preload and pounds in choosing holding left to lift when rolled, or not to give and let the right move down and catch the heavier load in roll weight! One correct and one wrong choice, or 50 correct and one wrong shock! Its all the same if not working for all good in each function! If braking , slowing, or shock help in the process of nosing while turning left, the stock car does all most are doing to gain traction and wanting it to straighten from that and come off the corner straighter! I never saw adding to this natural thing happening as help to reverse this process! Thus the stronger ft. rt. unloaded spring and softer shock theory to straighten up off the corner when compressed with right drive to help recovery! If you never loose left but gain right, traction never is lost but more is gained in 5 ways!
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Post by flipflopoo1oo on Dec 7, 2014 10:03:07 GMT -6
Most anything can get complicated if you let it! Make a list of top things related to a desired subject and factor in all the little things that effects the out come! Nothing fancy but let them be on a scale of one to five as the effect the needs of more or less! EXAMPLE-- Do you need more spring or shock for control? Is it moving to far or too fast? Is the other springs pushing too much or not giving enough help! Is it the weight shifting naturally or is it being helped too much by other things! Narrow down those tens to 8s to allow some free movement as with the ones up to 3s so that the 5s between are less to deal with and with in range of the balance of ten! Use some blocked graft paper to set ranges for each corner as travel in movement goes! Simplify and master each one at a time! A map of how it starts by direction and distance, speed of travel and up or down stress points in terrain! A walk in the park is more of a navigational challenge!!!
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Post by flipflopoo1oo on Dec 8, 2014 22:59:08 GMT -6
Some times the words just make things sound technical, like (factor in) meaning to consider or being included in the subject matter! We are not talking quantum or molecular but more considering and applying related items, not atoms! Subject sounds too much like school and matter just means you care about something and that's a turn off! Its just what ever to hell your thinking of at the moment! Not the time continuum of particle physics being the dust moving around burning up making little black holes that suck for a certain amount of time causing travel of more but that is just about the way to look at things as one effects others on a race car! The driver at the helm trying to dodge space debris with out the help of his crew and chassis doing their jobs correctly is just out there!!! Should I have said (being) out there! No relation to me I think! JUST PAY MORE ATTENTION TO DETAILS--- THAN TO THE PRICE OF THE PARTS!!!!
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Post by flipflopoo1oo on Jan 2, 2015 11:14:23 GMT -6
What is your chain of command? Where does it start, with the driver or the track? What mandates change in your chassis, Mother Nature or Lady Luck? Where does the need to change any part of your set-up come from and why does it demand such things! Hoards of fellow racers used to rush over to help us get ready for the next race to find me standing around doing nothing! Oh sure the hood was off and cooling down to check a plug but that was about it! Being able to call the shots or follow the pounds in transfer leaves little to be done by the crew! Extreme caster covers most all adjustments any change can make once preloads and bar angles are set if you let the right side dictate roll factors in steer! I never have thought steer and throttle should have dominating qualities one over the other! It may need to turn more under power but not for long as it straightens coming off the corner! How do you rid this power steer of left drive to the right? Just allow the right to do its part in the process instead of trying to force it to do so with the left! You still run left rear as always but you gain the use of the right also with a friendly helping hand! What else are we trying to achieve in any setup but more traction and the correct amount of steer factors to be faster! Most are over-shooting limitations in both and search for cures constantly! Loads shift normally by G-forces, the lack of preloads to control and transfer pounds leads to the need for more! More roll does not mean more transfer if loosing valuable spring tension that holds pounds there through the crosses! The loss of left rear when nosing should never happen to need to be replaced and the planting of the right rear should happen before the roll as to hold when you turn! The rear transfer to add traction needs a little ballast to achieve this transfer of pounds but it also allows all the rest to be possible to improve speeds and drivability!
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Post by flipflopoo1oo on Jan 3, 2015 19:03:40 GMT -6
Set-up conversion from one to another can be a hassle if not seeing the benefits of changing first! Not much difference in chassis once understanding movement and angle change! The biggest problem is usually the upper A arm mounts to get caster corrected! If leaned left the spindle height is back to stock needs! No need for all the different joints, and spindles if leaned left! Stock cars are a breeze if nothing has been altered! Moving the weight may be your biggest problem! Be sure of all pros and cons of each for your needs of improving any technical issues you have now! Glad to advise on all I can as to improving yours!
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Post by flipflopoo1oo on Jan 9, 2015 13:14:40 GMT -6
How much does your toe out change in the lap? 1" down to zero in the straights? Turning left more in the corner and rolled it does need a bit more to hold the car left leaving the right free of bind to have a smooth flow of power going left! There is always a bit more than meets the eye sitting still as we can't simulate G forces as to reactions in frame roll! If having a slight dart getting off the corner straight or having to turn more left or right than desired, check your toe as to Ackerman during the bump steer process! Just make sure it recovers for the straights when in the throttle!
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Post by flipflopoo1oo on Feb 5, 2015 2:13:21 GMT -6
It should be a rule that any member logging on instead of in should be ashamed and have a weight penalty assessed as to dietary limits! Come on guys, get some chatter going even if just about dirt car racing and how its changed your life for the better!!!! Its been a blast for me and taught me things I never ever would have known otherwise! Are you guys this closed up on the track? Loosen up a bit and you might be faster your next race! Everyone is always talking about how to tighten up their car---- well its more about how loose it is that counts but you have got to have good transfer and not just crank it in to get in more left rear! Its not how high it hikes or about getting the left ft. wheel off the ground or even the 6 inches of steer some use to do so, its not about getting it to roll over or nose harder but all in the transfer of pounds and holding pre-settings! If you realize a low tire just gives pounds away like a soft spring leaving you wanting more to get it there you might be on the right track! If your thinking pounds have to shift to get it there you are correct! If you think the chassis has to roll harder to do so---WRONG! If you can jack pounds where you want them with spring changes and weight placement consider doing this while driving! You can and do daily if you drive down the road! As you turn the steering wheel-- so goes transfer by use of caster to create load to each wheel by changing preloading of the springs with bump steer in place! A roll never has to happen to the angle of the track to transfer pounds where it does the most good! Let the track do the twisting or rolling and hold your composure as NASCAR does or tries to do! I know you have seen this before with some that are just so smooth and fast that it takes a second look before you hate him for making it look so easy! OH HE IS SUCH A GOOD DRIVER---Believe me they have help of the chassis settings with any that wins! The motor might want his 2 cents worth of fame also in participating!!! We each work as a team even if its just you and your car! Its not a foot race you know for drivers although roller derby would be close if tried!!! You might need a stronger spring to plant the right rear or just more transfer by good use of extreme caster and transfer to put it there! A quick look with a few ball bearing or turn tables will tale the tale of great use of caster or just spray some silicon spray in a garbage bag and do some measuring at the corners to see what moves where the most! Preloads are the key to better transfer and weight placement to get left rear, this gives you a free spot to let it happen to start with easier transfer in the right spots first by reactions! Why wait on the roll-- you know its coming like the wind and G-forces but it doesn't rock the ship so much with your mass ( weight) lowered!!! You don't loose left rear by nosing but if lucky you gain right rear instantly so as to turn safely on a dime with good transfer and little roll as possible with all fours holding to the track for a faster corner with little steer in place as caster does its job to change spring load before the roll!
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Post by flipflopoo1oo on Feb 6, 2015 9:14:10 GMT -6
Any new chassis designs out there that use a pan-hard bar wisely, right side bars higher, 200 split up front with pounds reversed in preloads with only 25 more spring on the left rear side, have they upped the caster and leaned them back left to only nose to a level point for better recovery off the corner yet? NO--- it might get into their pockets and who would need all the other to win! It would only be fair if everyone had the same set-up but then there is driver ability to deal with! Limited were a bit closer than mods at getting there but they forgot how fast a legal motor could run in the hands of a seasoned driver, that's the way I was told that is! I know-- we could hook up a chain drive from the steering to adjust poundage at each wheel as needed---No wait extreme caster does that for you on all fours! We could make the pounds transfer quicker--- no it's done with less movement and stronger springs with one soft shock up front! We could preload the hell out of the softer springs to help it roll over or back when it does! well--Percentages and placement has that covered! How about if we just tried to help others and just give all this winning stuff away--- THEY WON"T BELIEVE IT!!! We still could at least talk about things---- NOPE its a SECRET with others and no body wants to learn any different ways to win no mater how easy it was last year for some who tried such non-sense!!! I can only hope those who did has grasp the tech book with both hands to understand why it wins!!! Thanks guys for letting me know it can still win easily by improving your game! Looking forward to new season reports and how much faster you are now that you have had the time to ponder my theories and grasp hold on reverse engineering things to get ahead! Not all need major changes to clinch the title but if in the top five weekly and not winning, we should have a little private messaging to get you a win or 3 of 5 at the least! Its not to hard from tenth or the rear even once feeling safer in a well handling car! A few tune tips from the motor side of my head might help too!!!
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Post by flipflopoo1oo on Jul 17, 2015 9:47:27 GMT -6
In moving on with my life from happily married to widowed to being dumped over miss read post--- I have come to this conclusion--- ALL CARS ARE FEMALES!!! TRUCK RACING MIGHT BE EASIER---I'm just stating that all we think we know is wrong most of the time to the unseen complexities of it all in any respect of motors and set ups! Common sense is left out completely if trying to maneuver either of the two! Open you eyes and go with your gut as the good Lord above is doing his best for each one of us! Test all the theories in use and count on you abilities to know the truth of it all and not going with the norm of the times as a basis of truth of technologies not computerized as yet in our heads!
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