corner weights for dirt oval racinghow to return california license plates

shifted by more than 1 pound after rolling the car on the scales. We don't ever move weight around to get crossweight, but we do move weight to change our front-to-rear percent or the side percent of total weight. Please post on the appropriate 4m forum. adjustments were 1 turn to the right front and 3/4 turn to the left rear. if you have any of the scales connected improperly (i.e. looking forward to getting it back! Many electronic scales will perform the calculations for you. 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. If it slows to 100rpm, the outside wheel will spin at 300rpm. In our example, move the LR and RR corners down by 0.4375-inch. g) Oval track and road racers use slightly different vocabularies to describe the adjustments made to their cars and the effects these adjustments have on the car's handling. First off, you must maintain the legal ride height to pass tech. If you're setting up a FWD race car, and you can see this in historical VW Golf or original Minis, they often lift and inside rear-wheel. stiff springs on your coil overs. the scales. "two linoleum tiles & salt" technique to allow the tires to slide on the scales turns. May 2017 -Dirt late model pinning RF & heavy axle tube. works well. cars through the corners and thats where there eating me up. When I drive down a strait road the I can clearly feel that the drivers side is heavier over bumps expansion joints and dips and the like. Once the ride has been set, it's a simple operation to bring the corner weights to the predetermined values. racers only turn left we can balance the car for better grip in left Weight can be moved around at the track to fine tune the handling characteristics of the chassis. corner weight calculations: Corner_Balance.zip stiff springs on your coil overs. 3. The process is so basic to the setup of the car. These are your current calculated weights: Left Weight = It is a critical set-up tool. You can use rubber tires on very specific tracks and seasons. height and the shocks set to the exact same spring perch height The more rear weight bias, the tighter the chassis will be coming out of a turn. Rebound adjustments will allow you to alter your car to a corner entry condition without affecting corner exit or vice versa. want balanced turning in both directions. will help with those turns. The following weights are with the front Comptech adjustable When I weigh my cars I try not too overthink all this binding stuff. typically not concerned with bite and wedge delta because they usually For information on corner unbalanced--it will turn better in one direction than in the other (all other Corner balancing, sometimes referred to as "corner weighting," 2023 Motorsport Marketing. 5 diameter stainless ball bearing on top of a 1" shortwell socket on the center of a floor Jack and jack the car up in the center of the rearend housing. Corner-Weight Distribution Bickel points out that corner-weight distribution refers to the amount of weight carried by diagonally opposed pairs of wheels. Scale Type: . [Up] [HarnessInstall] [WingInstall] [RemoveA/C] [OilCooler] [FireSuppress] [CutoffSwitch] [RaceExhaust] [Differential] [CornerBalance] [CatchCan] [RollCenters] [FrontBumpSteer] [Alignment] [ShockTuning] [Aerodynamics] [CatRemove]. 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. Wheel offsets are very important. Or it could also be possible that the signal is smoothed in the programming. car for a week to let the suspension settle: I decided to disconnect the front and rear sway bars to see what track are left turns then having more weight on the Right Front and Left Rear 2) Stagger: Stagger is how much bigger the right side tires are compared to the left side tires. Shock binding is not caused by the fluid (which is only a factor withfluid movement through orifices/valves), but from the seals, which possess both static and dynamic friction. Adjust the rear down by using the same method as in No. The same thing happens with a race car. Compressing the spring of a left-rear wheel or adding wedge puts more of the car's weight on that corner. turn to the RF simply to raise the ride height of the front of the car. Choose your ride heights before you measure and/or redesign your front geometry and then maintain those chosen ride heights. Wheel offsets can make a huge difference in fine tuning the chassis which will allow the driver to find a good racing line on the track. When looking at corner weighting, the cross weight (diagonal weight) is the most important component. Smaller will scrub less speed of if your not sideway threw the corner. for the front and rear sway bars and installed them with my girl friend sitting In contrast, the corners on most ovals are super speedways are of a similar radius, and run within a very narrow range - closer to three-to-five miles an hour in difference. in left hand turns than in right turns. The height of the rear roll center (and the front also) is critical to handling. rod movement from the wheel to the coilovermovement. The overall effect is much like having no shock in the equation. of the scale to take a reading. A 50% Cross Weight will yield a balanced handling car, one I don't like the lower weight ratings and plastic scale pads of proform. Check your tire pressure and bump it up to the hot pressure are favoring the left rear tire for better acceleration out of left Taking the time and making the effort always pay dividends. The fact about this concept is when you put a softer right rear bar in, the car rolls more to the right rear but it is actually transferring less weight. Are they non-adjustable? Conversely, if the car feels tight throughout the corner, raise both track bars. To increase rear weight, move weight as far back as possible. You can also use this online calculator to compute your corner Firstly, you need to balance out your RC. Here's a box stock 2006 Honda S2000 with 5/8 of a The crossweight percent will have changed to, say 55.4 percent. 6 Check your ride heights and make small adjustments for ride height and crossweight percentage if need be to finalize your setup. The proper progression for these two parameters is to establish ride height first and then set the corner weights, which comes down to setting the crossweight. To increase left-side weight, move weight as far to the left as possible. Same with go-karts with solid rear axles, they'll lift. Left Rear tire is carrying more weight so it will get more traction and In order to perform the set up routine the car needs to be completely ready to race. If you want to raise the rear of the car then extend the RR Thanks for posting this. Some engines are used in two different classes with the only change being exhaust system. Since oval Now that we understand the value in maintaining ride heights, just what heights do we want? positive Bite and positive Wedge Delta. Adding more rebound to the car will make the car more stable on rougher tracks. I guess I should work on losing weight personally (i am 220~). In our example we will be using the same method with corrections for different rate springs. coil over 5 turns. 1. R. racing junky Member. Splash = 2-3 gallons, 1/2 can = 5-6 gallons, 1 can = 11-12 gallons, 1 1/2 cans = 17-18 gallons, 2 cans = full tank. LR 175, RR 350 - 350 175 = 2.00 multiplier for the rear. I Of course you can add too Softer tire compound Right Rear Increase Right front and left rear Corner Weights Bicycling Left side tires lose contact with the racing surface More overall left side weight % The car should be at minimum weight, using ballast as needed to make the proper weight. Measuring from the center of the tires I got You will have to repeat this every time you lower the car onto And what do you mean by "lots of bearings"? Positive Caster is created when the caster line lands forward of the contact patch. difficult to position all 4 scales so you can just drive up on all of them at Corner weighting is huge. to get a balanced diagonal weight on the tires. Would be interesting to see how close to ideal I got it though, given how well it handles already. front left and T-Bucket . However, you can choose to use them. box in the "Ride Height" section of each spreadsheet. For example, if you are racing the Briggs Light class at 305 pounds, your corner weights should be: LF = 68 pounds RF = 68 pounds Left Rear tire is carrying more weight so it will get more traction and Use a load of fuel for where you you want the car balanced, either at the start of the race, the end of the race or an average between the two. you run on the track. The angles are another way to set the suspension for the desired ride height and cross-weight percentage. Oval racers favor left turns so they typically desire more weight Before putting your car on the scales you need to power up - Use blocks the same height as your scale pads to move the car off the scales to make adjustments. bite, a negative value means the Right Rear is favored. The left rear link angles are less critical because that corner moves much less than the right side on asphalt cars. I plugged in a bunch of numbers into my calculator and it all checks out. Keeping track of Bite and I added the Jun 7, 2018 #5 . Remember that this is a sample car, so don't use these numbers, but do use this method. Some racers like to take matters into their own hands-and that's OK. Get the rear percentage as close to the manufacturer's specs as possible. Proforms are cheap scales. You need to follow distinct directions to set up your RC for a dirt oval. section). Make sure under all conditions that you will have at least minimum ride heights. 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). racers add "wedge" by adjusting the right rear spring perch--they I would imagine that disconnecting the shocks is only applicable to setups where the shock and spring are separate, like a lot of solid axle cars, or Mk2 Supras in my experience. For asphalt, on the flatter tracks, corner entry is enhanced when running a softer right front spring. about 1/8" of wheel movement) to reduce the weight on the right front and left suspension). We also take five rounds times the multiplier for the front of 1.25 5 = 6.25 rounds out of the LF. I dont get this. The other two corners will lose weight. hard work but it makes all that high dollar suspension work together the way its When I first lowered it onto the scales, its total weight wasin the low 2600 lb range, which is way too light, considering the car's stock curb weight is 3086, and I took less than 250 lb out of it. It changed the wheel weights by 10 pounds at each wheel: I finally went too far when I took two turns off the Right Front (went It is important that you complete the corner weighting process before doing an alignment. A common example of caster is a shopping cart. At the front, we will move the LF and RF adjusters up by 0.0625-inch. 13. I used a laser level to project a horizontal rear. You should also complete this process with approximately the amount of gas with which you will be racing. They kept saying that it would go anywhere on the track and anywhere they pointed it. I At the right rear, a quarter-inch change in the height of the end of the link will change the angle and can make an asphalt car undriveable. things being equal). two years. as Left Rear Bite + Right Front Bite. Finding The BBSS Front Spring Pre-Loading Here is what you do. Because karts have so much caster having the steering turned even slightly will cause a big change in the corner weights. Astrut with its innards removed? weights and percentages and generates target wheel weights to achieve a 50% You can drop the front end slightly or raise the rear end for more aggressive turn-in. Get it right and your car launches down the corner, hits that hard hairpin just right and holds the corner at full throttle. 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. Here are some points to remember when weighing your race car: How to renovate an old mill | Making stuff: Part 6, Tech tips | Understanding fender rolling, downsizing tires, wheel spacers and what makes a race wheel, How to build a splitter for only $100 | Against the wind: Part 3. I usually mark an even inch and write that inch number on the tape. We also change the rear to correct the side-to-side rake by turning the RR adjuster up (to lower the corner) by 2.5 turns and the LR adjuster down (to raise that corner) by 2.5 turns. For Oval guys I suggest talking to your local kart shop who knows the tracks you run on for a suggested starting point. Corner_Balance.zip Excel spreadsheet. With my KWV3 shocks I had to remove the wheel to adjust the But if you corner and the inside wheel slows to 150rpm, the outside wheel will spin at 250rpm. As long as the tires have near "1 to 1 traction" with the ground, you should set up your race car like an asphalt car (see the Chassis Set-up At The Rear For Cornering page). In our example, the front average is 4.25 and the rear is 4.75. Calculate the average existing ride heights front and rear. I use this technique and it Typically, this adjustment will make the car tighter on corner entry or in the center, and a little looser on exit. Choose a level spot in your setup area. Drag Racing. Right handers vs left handers feel quite a bit different-I run out of suspension on right handers much more often, and on left handers the car loves having me hanging out over the inside of the contact patches working the corner. Or use an automotive tuning shop. I'm anxious to see what Proform says about my experience. links then disconnect them for the corner balance. . Other things to take into consideration are track conditions and weather changes. 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. Just to confirm the theory I checked the corner weights with My car has solid/spherical bushings everywhere, so there should be very little bind from them. I see disconnecting the sway bar, and how to do it, but disconnect the shocks? To find RF weight: (TVW LSP) - LF = 769D. And there is a methodology, or possibly several that will make this routine easier. Most oval track speedways are similar to those in the US for car racing such as sprint cars, speedcars (midgets) and sedans, with most tracks generally around mile (402 m) to mile (536 m) in length. Grassroots Motorsports Understanding Corner Weights. tires. May run 4 pole motors. Currently, dirt car racing involves a left-hand weight measurement of 53.5-55, along with a wedge between 75-125 pounds. Cross weighting is crap for road courses and only applies to turning one direction OR if the car is about 50/50 F/R weight to begin with. Move ballast first, since it's easier. Did you mean it was off several hundred pounds per corner? Once you get the car up on the scales you'll Interested in hearing peoples' opinions and (preferably) experiences. Free Download Chapter listings from. You could also raise the left front or right rear ride heights to do the same thing. (CG) height by using this online calculator: CG Height to balance your car in one big step. LR = left rear. important for oval racers, especially on dirt ovals. March 2017 - F1 suspension rules, independent rear suspension for dirt oval. them for the corner balance. If you want to lower the rear of the car then retract the LR So let's study ride heights first. This adds pressure to that end of the car just like putting the paper wedge underneath the table leg. Corner Weighting Bite and Wedge Delta are Any corner weight adjustments that you make will impact the alignment of your car. I highly recommend using a laser level to confirm the 4 scales are level to one To truly optimize your shocks, your overall suspension setup must be right, including ride height, camber, caster, toe, and the correct spring rates. The following are screen shots from the 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. To properly corner weight the car, it is necessary to add weight to the drivers seat which is approximately equal to the weight of the driver (or have the driver sit in the car). 3. tire pressure RF 43 LF 35 RR 40 LR 35 psi. much Wedge Delta and make the handling worse. If the car feels loose on corner entry, lower the left track bar. This is but one method and I encourage everyone to ask around and find a method that works for your type of car, this one may not be the most efficient. If you want to lower the ride height then retract both RF and Since I went to 800 front and 700lb rear springs over the winter I You can also use this technique when adjusting your alignment and If you don't want to change your ride height then a more balanced approach would This obviously means that decreasing cross weight or left side weight not to push it off the scales, to unbind the suspension (as the car is "weight jacking," or "scaling," involves adjusting the spring perches of a car On a road course, the cross-weight percentage should be very close to 50 percent, within a half-degree either way, to keep the handling balance similar in a right-hand turn compared to a left-hand turn. Example: RF = 643, LR = 751, so, (643 + 751) 2,800 = 0.498, or 49.8 percent. the scales. The ultimate goal is to find the balance that will eventually lead to faster lap times. If we are running twice as stiff a RR spring as the LR, we would need to change the height of the LR spring twice as much as the RR spring so that we don't affect the ride height as we hunt for the correct or desired weight distribution.

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