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Post by flipflopoo1oo on Oct 13, 2014 21:12:53 GMT -6
Looking at the different chassis set-ups in the tool box, I see a needed shock or spring there instead of extreme bar angles to counter for the lack of drive of transfer or poundage! You may want to reconsider each aspect of why things are placed in a certain order to do a job per setup! Keeping each from effecting the other in it's movement range! Less is more in keeping what you set it at to start with, one changing control of the other in movement! Calming things down to a point of pre-set control has some advantages on any set-up in drivability! Most go for the extreme instead of the sure, trying to make things work instead of letting them do the job intended! Give yourself some credit in knowing the difference and go with a workable range in more or less as needed to get it done one bar at a time in your head before going off the deep end of angles in set-ups!
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Post by flipflopoo1oo on Oct 14, 2014 8:25:15 GMT -6
With so much affecting the other, just changing angles can do wonders if correcting the rest to fit the need! The poundage change by this fix may be a sign of more pounds needed by the weight placement! It doesn't stop there' the steer factors and drive was effected also! Look at the total of one change as a major benefit or upset to others not by whether it helped or not but by theory of gain of it's range of control! If it needs to be here for steer but there for traction, its the pounds that are lacking either static or transfer-ed! So if loosing left to gain right is used to a good balance of transfer, thrust angles and static weight on the rear should help! To get this you may consider trading in a bit of left rear thrust to add pounds to the cheated right side to allow roll out to replace the steer lost, not by adding more roll-out but realizing less steer is needed when roll-out can do it's job! Ever try packing a wet track in the direction you race! Not as much traction with out it leaned transferring load to the right side for a better balance! You don't have to loose left rear pounds to gain right rear traction by thrust and transfer!
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Post by flipflopoo1oo on Nov 24, 2014 6:31:52 GMT -6
Most never see the advantage of adding the 150 pounds of lead! They only see it as a extra load to have to tote! There too is the location of any added weight to consider! If it gives the car constant traction that roll or nose does not change it is a good thing! If it frees up the front end to react and transfers other weight or gives other options of where it moves to, its a good thing! If it moves your cross and moment center to a better location to be more productive, it is a good thing! If it gives your car drivability and dependability without having to change settings, this is a really good thing! Left, low and rear as you can adds no sling to the rear of your car but moves the pivot point of all things changing to the left rear wheel as the center of all rotation to ease the steer of the car by the right drive of the chassis! Roll out can be decreased to be faster down the straights and still do the job intended in the turn by having a equal chance of traction! I have never seen weight placement as a crutch but more of an advantage of more control of the chassis! Why else would you move weight left or rear to start with other than for a advantage? Some just need more to get the job finished that you started! Its no difference than bar placement by length or angle, you put it where it does the most good! If you put it high or over the rear-end, it does little to help what is needed and would take more pounds to do so! You might as well be giving away the left you have if trying to roll harder to get right side bite or if more steer is needed! Its the improved balance and quickened ease of transfer that gets you were you want to be! Even the drive thrust angles you have preset stay with in their working range! The advantages out weights the load every time by setting preloads that you can't get by any other means!
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Post by flipflopoo1oo on Dec 7, 2014 9:40:55 GMT -6
How often do you scale your car? When ever not having to make repairs or twice a year with new springs and shocks? Break in periods can be different with stress applied to different locations! I have seen set-ups that eat springs like candy with too light of a spring being stressed at coil bind or just maxing out the movement range! Setting preloads and holding a balance in check can save a lot of wear and tear in loss of set-ups! Just setting ride heights is for bar control and can change preloads and ranges needed by the springs! Some set-ups need more attention than others by stress alone and changing this or that to correct issues as the arise from no balance being held! My best cure-all is less movement and more transfer control of the pounds needed by thought alone!!! Look a things as foremost in doing one job well in that one spot before adding or subtracting any other data related that changes its range of operation! I have found it easier just not to sweat the little factors but get the big ones right to handle all the small ones easily!
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Post by flipflopoo1oo on Dec 10, 2014 10:33:24 GMT -6
Do most of you guys buy the best and run off of technical support? Use years of seasoned theories that still evades compliance each week??? Have a book on set-ups from years past to this track or that night??? What is your way of figuring out your needs every race??? Do you always need more or less of things??? Do you just go to get out in the world and enjoy a finish with four wheels intact? Give us some input on your out put of improvements on designs!
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Post by flipflopoo1oo on Dec 12, 2014 4:30:59 GMT -6
More bar angle gets aggressive-- this causes torque thrust-- this causes movement-- movement causes changes-- change causes transfer!!! Do you know where your pounds are going and in what directions of movement was your torque spent?
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Post by flipflopoo1oo on Dec 28, 2014 14:58:35 GMT -6
How do you set your J-bar! Each set-up will have a different roll center! Finding the free movement spot of mounting is key to a easy roll! Usage of this bar for other reasons is a bit of a tight loose condition that most have problems solving! This can domino into the use of many things to suddenly loosen more than desired leading to even more quick fixes that clouds the issues! A chassis should drive in and around at top speeds on or off the throttle!
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