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Post by flipflopoo1oo on Dec 10, 2014 9:19:26 GMT -6
The whole process of moving this or that comes from the need to transfer pounds in most cases! Some may consider it has to steer more! This need if from lack of transfer in most cases, by natural motion that is in need of assisted action! If your spring package if not holding one another at bay with any kind of balance or preload of pounds desired at each wheel how would you get transfer to steer without motion? You wouldn't but if limited only to transfer and preloads are correct, little movement is needed if steer and transfer takes place at all four corners to twist the frame to change bar angles, pounds at each wheel and steer all four corners at the same time! Because less movement occurs you can find ranges that never existed before in holding pounds at each wheel with minimal roll to get the response needed for added traction! You can rid the open handed factors of roll by track conditions or quick steer ideas that prey on extreme bar angles that are most sensitive to change! You can then actually use a setting for a purpose with out so many other factors changing your setting to hold its working range better! Can you car turn on a dime in both directions or do you need the roll to turn? Would it have to be up in the air to do so? Does it have to be up on the bars to have full traction? Is you rear steer always trying to pass you up when your on the throttle? Do you have to divide total weight by three instead of 4 to get more weight on two wheels? Its hard to apply pressure to something that move easily out of your reach!!! I am not talking about stronger springs in most cases but the good balance use of them on you limit radical movement from your chassis and get the correct shocks that let it move naturally to get the job done smoothly with out the flip-flop from one side of a range to the other with little middle ground for better performance of bar angles!!!
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Post by flipflopoo1oo on Dec 10, 2014 9:53:01 GMT -6
Do you have to pass cars to feel better about your chassis? Do you feel certain each race that you have improved its chances? Well so do the other guys! You have to stay on your toes to gain on the competition each week unless you are theirs and then you still do as the last 35 years has taught me! I have had to find all the weak points in engine designs and set-ups of all kinds to have won so much with so many! Never a copy but a new and different view of flow factors of getting to the front every time! A lot of times the measure of success in a change was not measured in winning but by how far ahead of second place you were! Coming from the rear is fun and looks good but harder on the car! Driver egos soar and putting up with that is harder to fix sometimes! All a part of preloads of your team and has to be absorbed with good intensions! Taking a step ahead by pulling out of the line of cars to pass should not be considered a misstate but a venture in strategy! Knowing you can is in the driver's feel of the car!!!
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Post by flipflopoo1oo on Dec 28, 2014 12:34:04 GMT -6
Transfer of weight and how to move it is in question with each set up! Some nose hard right while others hike the left rear, both are trying to place weight on the right rear for extra traction and to let roll out do its job! The process of getting it there with out loosing the left rear and adding even more weight to both rears is what is in the set-ups main frame! Mother Nature is doing her best to help and with so many other things doing their jobs correctly such as left side spring compression to help roll it over, right rears being tucked under, softer right rear springs, j-bar extremes, higher left rear bars and of course the pre-noised position with the aid of camber, one would never be tight with the rear open as well!!! If Going from tight to loose with little recovery until off the corner, you may consider why! Mother natures helping hand has its grasp on your chassis! All your efforts are in turning and little in recovery! She is going to do her part and you have to let it happen going in and put bars to good use getting off! This would be the right side recovery effort and not more of the same! Going too far over makes for harder recovery in steer and traction! If you run out of travel in roll as most do, this is where left rear is lost and if right rear is over came as with left rear, you still have only one wheel traction! If you can transfer weight to and from the left rear sitting in the shop, how about the right rear? Do you ever test it to make good use of extreme caster in ease of steer and roll or recovery when rolled? You should be able to take 60-80 left rear pounds down by 1/2 or up it to near double to improve you handling ability and get rid of the quickened adjustments making hasty uncontrolled roll factors to deal with! Then you will easily roll when you want and recover as needed with out all the effort in rolling but in recovery! You will have to tighten in every way you can to meet Mother Nature half way!!!
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Post by flipflopoo1oo on Jan 3, 2015 18:24:31 GMT -6
Some run pre-nosed and use short springs to ensure little movement as it will bottom out! As long as the left rear does all the moving and varying the set-up constantly by foot control, steer and frame twist is out of the picture in the front as the left rear controls most functions! There is no need to preload anything as it changes with throttle response! Gaining left rear is not much of a challenge with short bars and excessive angles but still it has to go on three wheels to plant the right side for more even traction! My hat is off to those drivers who make this work for them! Not all are so gifted with a right foot control such as these! We just never were able to win with less in that fashion! Out driving with a different approach was our option as most were doing the same nose and hike in our day too where timing is everything to get the transitions right! It seems to have been faster if all you have to do is put the hammer down and not worry about timing the corner correctly as the chassis has built in qualities of handling the corners on or off the throttle while keeping the car straighter with no lines to run! Transfer and not transition won for us!
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Post by flipflopoo1oo on Jan 11, 2015 10:01:57 GMT -6
What is your major priority when talking frames or builds after safety? Would it be multi-functional on all corners to fit many different set-ups? Optional under slung if needed to fit the rules! Versatile engine mounts that move in all directions to fit the class and percentage needs, the amount of rear steer you can obtain when up on the bars? A moveable fuel cell in 4 directions and 3 options on battery location for a better chance of getting things where it might work better? Where do you start looking for a good frame design?
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Post by flipflopoo1oo on Jan 17, 2015 8:20:56 GMT -6
Set back on engines going by #1 and the ball joint is about 2" rear of stock location! With the added caster its three! For a 75 pound penalty up front of mid-plate on either side, you can have 3 more making it possible to have 6 inches rear of stock! Some rules seem to be a bit of track as penalties go in some classes! All classes should be able to run spoilers if nothing more than to look faster ! Who would not want a race car that doesn't look the part rather than just a dirt car! The advantage of body chosen once stripped down gives a clear advantage by roof lines alone! With the addition of lower rear percentage rules the spoiler should be considered as a safety thought! With 2brl. carbs, engine designs, chip limits, tire rules, total weight limits heading upward with rear and left percentages going down, what's going to happen next? One thing is for sure racing will always have new rules to abide by! Are you having to regroup this year just to be able to go racing once more by new rules?
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Post by flipflopoo1oo on Jul 1, 2015 9:02:33 GMT -6
With the 52% rule growing in change in classes--- the moving of the engine forward in mind will let you put the pounds added to the most good in rear weight to retain the pounds needed for traction!!! Transfer compromised in the design of a great set-up will come to light fast! We all will be tested by these new rules and spring options to deal with! Running stock cars on dirt has its perks as does working your way threw the classes! Each being a whole new ballgame! The new -- no weight added rule also will come down to longer wheel bases and heavier cars with heavier rear stock bumpers--- get one now for your future build!!!
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Post by flipflopoo1oo on Jul 5, 2015 13:10:08 GMT -6
The simplicity of a known logic applies differently to any movement in ways most all of us have trouble following into the muck of what what happens next and where! The simple adjustments have all had time in my years to prove unproductive by most all laws of physic where we tend to stop our thoughts of say 5 ways that comes to mind first! Who would want or need to know the rest if all is for the good of what it was intended to fix??? The only real answer is why it was needed to start with! This was what led me a bit farther down the path than most in my years of questioning all things and having to fix most all in all fields of motion! I tend to stop at 25-30 things of movement or just the pounds of transfer that holds the track under the weight! Instead or trying to make more happen to deal with , I try to simply to a point of less to deal with that takes care of it's self by putting it with in its range of operation as with mounting a shock! Shock valving is a bit more difficult by location and speed of travel needed by pounds set and exerted by variable G- forces! Movement of lead for a seen purpose has plenty of unseen factors applied in more ways than a quick fix to just one!!! Follow the trail of bad moves that need more to make them work for a better understanding of one thing at a time connected to a family tree of wrongs in not letting things just happen naturally!!! Read more: thedirtforum.boards.net/thread/830/overwhelmed-bywho-all#ixzz3f2sX0484 |
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