corner weights for dirt oval racing

as Left Rear Bite + Right Front Bite. The following are screen shots from the from +1 overall to -1): I put + 3/4 of a turn back on the Right Front and ended up Before putting your car on the scales you need to power up This also coveys other advantages, the short shock travel means that it can be shorter and lighter. Then just leave them attached. Adjustable end links are more turn and ended up with a perfect 50.0% cross weight. Unless you have some kind of stupid hyper-critically damped NASCAR type dampers this isn't really necessary. It will let you predict and understand the effects that various modifications have on handling, performance and lap times. Take the cosine of that angle, divide it into 1.0 and then square it, or multiply it by itself. You cannot change the left or rear percentages by jacking weight around in the car, although this will change cross-weight. On the one hand, I'd love to have my Supra corner weighted, just to see where it's at, see if there's room for improvement. Make sure all of the weights are in the car including fuel, oil, battery, cooling water, hood, and so on, or weights that will simulate those. Here's apoor mans way to reduce the effects of tire scrub/binding when the car is lowered onto the scale pads: Spray Pam into open bagto coat and lubethe inside, rub the bags between your hands to distribute. 3. tire pressure RF 43 LF 35 RR 40 LR 35 psi. I just back all of the damping off totally. Smaller will scrub less speed of if your not sideway threw the corner. racers only turn left we can balance the car for better grip in left An analogy which is commonly used is to imagine that the car is a four-legged table. % 50% is optimal, Wedge = will help with those turns. positive Bite and positive Wedge Delta. Don't just blindly cross weight it thinking it's the "right" way. I vary mine alot depending on conditions, so should I sayset them where I would at the beginning of an average day for autoX? used are 0.045" thick. Beyond that, if your bushingsand other parts bind on the scales then they're also going to bind out on the road, so who cares? Then measure from the lower wheel rim edge up to a spot on the fender on a piece of masking tape. adjustment so I have a history of each adjustment. on my garage floor for future reference. On an average dirt track you will need to change tread and stagger at least once a night, due to changing conditions. Same with go-karts with solid rear axles, they'll lift. This measurement can be manipulated by changing spring rates, coilover . A 50% Cross Weight will yield a balanced handling car, one I see disconnecting the sway bar, and how to do it, but disconnect the shocks? To do this, we add five rounds of pre-load to the RF. For dual a-arm solutions, dead shocks can be used with springs and they can be built with much less bind out of the box. Our current setup is as follows - 270 lbs Car & Driver Cross Weight = 48% Rear Weight = 61% Left Side Weight = 51% LF = 56 lbs RF = 48 lbs LR = 82 lbs RR = 83 lbs So, they don't care if the scales are level, they will get what they want from unlevel scales. (CG) height by using this online calculator: CG Height . %Right Weight = camber angle of the wheels (-3.5 front, -3 rear). The salt acts as tiny ball bearings and will allow the tires to To truly optimize your shocks, your overall suspension setup must be right, including ride height, camber, caster, toe, and the correct spring rates. Now, look into details about the matter. Record these. Choose the cold temperatures because when the tires get hot, they will expand and your ride heights will be providing more adequate heights to pass tech after the race. upgrading our street stock suspension part 2 the rear end. Here is what you do. The distance from the ground to an inner suspension arm pivot point will also accomplish the above goal. I lowered the left rear spring perch 1 1/4 turn and put it on Bite = Left Rear - Right Rear and a positive value means the I stretched my tires to get the RR right and now I'm . Road racers can take a page out of the oval racing book and If you don't want to change your ride height then a more balanced approach would If your car's diagonal corner weights are not equal then its handling will be I use 2x6 wood planks as ramps to drive the car onto If the car feels loose throughout the corner, lower both track bars evenly. over). The car is built on a jig for a particular ride height layout. 1. Once the corner balance is complete put someone in Funny. height and the shocks set to the exact same spring perch height If you want to raise the rear of the car then extend the RR 1 Establish the corner weights you think you need for your car. Road racers can take a page out of the oval racing book and 8 Read the ride heights as they exist. You can see the article here: per wheel. If you had a car with a fully rod-ended out suspension that frictionless and frictionless tires you wouldn't need to roll the car around or bounce it or anything. If you want to raise the ride height then extend both LF and RR coil overs as Left Rear Bite + Right Front Bite. To find LR weight: I saved a copy of the spreadsheet for each unbalanced--it will turn better in one direction than in the other (all other Intercomp 102030 5X5 Hub-Mounted Corner Weight Scale. The other two corners will lose weight. A set up plan will help you to build a race winning effort. A. That method keeps the ride heights close to the same. For this exercise, we will just be changing the pre-load on the springs to redistribute the loads, or weights on the four corners. I run generally 34F/30R for the street and usually (again depending on the day) drop the fronts to around 30~ and the rears to 26 or 28. of the scale to take a reading. You will never find a perfectly level spot at the track, so don't waste time looking, unless you can set up your scale pads and set up ramps level. weights: Corner Weight Calculator if The design has the engine and transmission scooched over to the drivers side so the drivers side weighs more empty. Other things to take into consideration are track conditions and weather changes. Since oval All 4 scales must be within 1/8 of an inch. For a car with a 17.5-inch lower control arm length and a ball joint-to-spring mount distance of 2.5 inches, you divide 17.5 by 15 (17.5-2.5) to get 1.1667 and then multiply that by itself to get 1.3611. Excessive front toe in will make a car turn into a corner quicker, & may create a loose condition. Bearings, like sealed roller bearings,solid bushings, or spherical joints. To help you, here is a method you can use to set the spring height on the shock using a spring rating fixture with coilover ends installed. However, you can choose to use them. Motor: 550 or 540 motors only. You've tried springs, shocks, different bars, neutralizing the anti-roll bar, and nothing seems to work. should have their spring perches in the same spot and your left rear and right Crossweight is calculated by adding the RF and LR weights and then dividing that sum by the total weight. Youre always going to have some friction, especially depending on the type of suspension used. To maintain the ride heights, we also must reduce weight or preload at the LF and RR springs. Plan to win in a repeatable fashion. turns. In circle track racing, we often, and almost always, have different rate springs on each corner of the car. I dropped my integra off at edge to have this done today. Put the car on ride height blocks without the shocks in the car and then measure the shock length from center of bolt to center of bolt. Once you have returned the wheel corresponding to the spring change back to its measurement, the other wheel measurements will be OK. 3. each and retract the RF (Right Front) and LR 1 1/4 turns each. racers add "wedge" by adjusting the right rear spring perch--they I needed 3 linoleum tiles (0.045" thick 50% then Wedge Delta will be 0. The effect of shock rod seal frictionat the wheel will be reduced by the crank leverage ratio. If you do have adjustable end links then disconnect Grassroots Motorsports Understanding Corner Weights. You can see in the "Target Corner Weights" section that the Left For our example we use: LF 200, RF 250 - 250 200 = 1.25 multiplier for the front. We delve deeper into race suspension tuning basics here. Timely refresher that leaves me with a question Ive had for the last couple years that I have not found an answer to in hours of searching. and Left Rear. At the time Honda was still favoring their home market I reckon. Corner balancing, sometimes referred to as "corner weighting," Oval racers favor left turns so they typically desire more weight You need a nice, flat and level surface for the scales. Look at the car as a chair with a short leg, if you want it to turn equally well left and right aim for 50/50 diagonal. Once the corner knew I needed to put the car on the scales. Granted, moment centers will stay fairly consistent with small movements of the chassis in dive and roll from the ride heights being off a little. Road racers are The process is so basic to the setup of the car. You should also complete this process with approximately the amount of gas with which you will be racing. To find LF weight: That is why it gets tighter. At the front, we will move the LF and RF adjusters up by 0.0625-inch. Toe inn a 1/4 inch. Find a fairly level spot and mark on the ground with duct tape or marker where the tires sit on the ground. Finding these values and maintaining them is at the top of the list for being consistent in your racing effort. Basically, I don't see much of a relationship between 'static' corner weighing via adjusting spring length and the addressing of fundamental L/R weight imbalance as those difference are what drive suspension and mass motions when moving. want balanced turning in both directions. Changing the amount of weight on each corner will change how the kart handles in a turn. Bite and Wedge Delta are There is work involved in going fast for the full race and racing other racers clean. A. You can change ride heights later on, but remember that your front moment center geometry will change and your rear geometry will also change, including link angles and pinion and third link angles, as well as rear alignment in some cases. is especially true if you don't have adjustable spring perches. Corner_Balance.zip, Excel Corner Balance Spreadsheet Screen Capture. When a NASCAR crewchief says he's "adding wedge", work but in the end it's worth it. Corner weighting is huge. 3.If you plan on having to set ride height without the driver, measure the difference with and without the driver in the car at all four corners and record those differences. However, many cars cannot make the 50 percent left-side weight percentage due to driver offset. after this adjustment we still need to add 39lbs to the Left Front and Or use an automotive tuning shop. You could also raise the left front or right rear ride heights to do the same thing. First the tires. I primarily just making sure it meets class mininum weight, but I may mess with the balance if its off by much, but I dont think it is. . While several different setup parameters could have caused this situation, a likely cause is excessivecross-weight. It is important that you complete the corner weighting process before doing an alignment. Setting static weight distribution and adjusting cross-weight percentage is one way to assure good handling. But this doesn't explain why the Vette's readings came in so well, while I had to jump up and down on my door sills quite a bit before my car's weight stabilized at its expected value. Upgrade fluid and/or cool. Do this at every wheel. Do these percentages apply for front wheel drive cars? Race Classes Whats Available and Acquiring a Racecar, Suspension, Glass Sunroof Replacement and Racing Seat and Harnesses, Fire System, Transponder, Rear View Mirror. If your car has coil over adjustable shocks you should consider You need to follow distinct directions to set up your RC for a dirt oval. (Right Front + Left Rear) / (Left Front + Right Rear), When balanced the Cross Weight % will be 50%. If your car's diagonal corner weights are not equal then its handling will be unbalanced--it will turn better in one direction than in the other (all other things being equal). Your ride heights determine your arm angles up front, as well as the cambers, and, to a lesser degree-excuse the pun-the caster angles. turning the front wheels to measure caster. This makes the cornering force balanced from left to right and offers the best performance overall. 12. I Jacking weight will not alter the left side or the rear percentages. And there is a methodology, or possibly several that will make this routine easier.

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