Bloomer set fast time the first round out of 247 cars and was disallowed when his car weighed too light. A track like Talladega naturally creates down force on the car. Lower compression will loosen the chassis entering a corner. This is telling you that you have too much positive camber. Due to the importance of good note keeping, I'm going to once again remind everyone the importance of keeping track of various adjustments made throughout practice sessions. If you haven't yet read the setup notes section please do so now. Car will feel loose exiting a corner while accelerating.
Within the sim we are allowed adjustments that range from -0. You can run the numbers and check me. Rear roll center directly effects the body roll experienced in the car. Chassis will feel loose while cornering. Our 600cc sprints will pull between 0. This is because some wheels turn more or less degrees than others requiring different steering ratio settings. Too high a differential ratio causing wheel spin.
Although the same amount of overall weight is being transferred, the weight is being transferred up front and less in the rear. Some may try to add front brake bias to tighten up the chassis going in, but unless your using the brakes going in, changing front brake bias will be useless. Imagine a vehicle going down the highway at 50mph. Will you still feel the pull? I wouldn't run anything less than. Right side too low: Car will feel loose entering a corner while braking. Front spring stagger too low.
Again, this is a fundamental law of vehicle dynamics; I am not making this up. Spoiler synopsis: The higher the angle the slower your straight-away speeds. Car will Over steer or feel loose. No, because they can center the wheel on the steering shaft. Conversely, the less front roll couple, the more over steer loose.
Then in late 1997, Dewayne called me and said he had this dirt guy on the phone and he wanted me to talk to him about some problems he was having. You see how it turns in one direction. Nitrogen is preferred over air because it doesn't expand as much with temperature changes because it doesn't contain moisture. Steering linearity allows us an adjustment to compensate for the differences in steering devices. Caster is used to provide directional steering stability.
Using softer springs will cause the car to roll over more in the corners. Car feels sensitive or twitchy. It is critical to take notes after every adjustment you make. If, by the time you reach the end of a straightaway, you're running higher than 9000 rpms. Since it's impossible to remove all the moisture from a tire, it will still change pressure as temperatures rises. Tire pressure is simply how much air you have in a tire.
Rear shock compression too stiff. Try to get away with as much tape as possible on superspeedways without causing excessive water temperature. Front pressure too high: Cooler tire temperatures. Decreasing the rebound on both front shocks allows the weight to transfer quicker from the front to the rear under acceleration. Short gearing gives quicker acceleration, but because the engine must turn faster, fuel mileage and top speed are lower. Larger radius tracks with long corners would require less toe out.
Calculating Anti-squat: this is not so straight forward and I will not go into the numbers, just know that as you raise you linkage points in the front wishbone, 4-link, and the top rod on a z-link the anti-squat will be increased. With so many different wheels on the market, you wont know what is comfortable for you until you experiment with it yourself. Sliding this weight forward gives you more front weight or bias. Again, all of the study is on asphalt, not dirt, which is why it has gotten misrepresented and misapplied. Positive caster is when the wheel is tilted back toward the rear of the vehicle. A larger rear sway bar will actually loosen the car up due to the fact that the way the weight is being transferred at the rear, is just the opposite of the the way the weight gets transferred at the front of the vehicle. Tight condition from the middle out.
Front toe out isn't an adjustment that has to be changed or monitored as often as camber. As you adjust other chassis components, you will most likely find yourself having to change your differential ratio. It works just like roll couple or roll stiffness that we talked about earlier. On short tracks you will want to choose a higher differential ratio because quicker acceleration will be a must at tracks where speeds are not as high. Rear shocks too stiff: Car will be loose entering a corner while braking.
Stiffer compression on the right shocks will help the car turn in by also slowing weight transfer to the right. This is because you won't be making corrections to either loosen or tighten up the car based on corner entry problems. Your final drive ratio will be the same as your differential ratio. There are a number of criteria that must be considered when adjusting ride height. This of course depends on tire condition. One thing to keep in mind when dealing with tire pressures, is that your also changing the weight of the car on the corner your lowering or raising pressure at. If you discover you can get away with running more tape, but become to loose, adjust for the looseness elsewhere.