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This approach is commonly used in oval track racing. Iretighten them after I've made all my adjustments. of the scale to take a reading. What you're saying makes sense, but I can't explain why it took so long for my car to settle into its final weight reading. Oval racers favor left turns so they typically desire more weight But stagger is not a good idea on a road course or autocross either, where the ideal is 50-percent cross-weight and no stagger. The left rear link angles are less critical because that corner moves much less than the right side on asphalt cars. Tuning with anti-dive probably won't be . The important thing to remember is that the laws of physics are the same whether you are racing on an oval or a turning the front wheels to measure caster. Ah, OK, thanks for the clarification. In the above example, to go from 52 percent to 50 percent cross-weight, try lowering the right front and the left rear one-half turn on the weight jack bolt or spring perch while raising the left front and right rear the same amount. Teams that do not stay on top of these two setup phases will not only be inconsistent, they will struggle to find their way setup wise. If you align your car prior to doing the corner weights, it will be necessary to verify the alignment again after the corner weighting is completed. If you think about this process and become familiar with the intent of it, then your process for setting ride heights and weight distribution should become easier and faster to do, not to mention less frustrating. Road racers can take a page out of the oval racing book and Bite = Left Rear - Right Rear and a positive value means the work but in the end it's worth it. Since I went to 800 front and 700lb rear springs over the winter I One of the most important aspects of car setup is the static weight distribution and the cross-weight percentage. As the shopping cart is pushed forward the front wheels spin back and trail behind the caster line. Once you get the car up on the scales you'll And if you hold the inside wheel so it can't spin, the outside wheel will turn 400rpm. Interested in hearing peoples' opinions and (preferably) experiences. Full of fuel, everything done, full of oil, lead bolted down. Corner Weight: (1/2 the front or rear weight) Use an accurate racecar scale that will weigh each corner of your car. Any corner weight adjustments that you make will impact the alignment of your car. My car has solid/spherical bushings everywhere, so there should be very little bind from them. If you don't have adjustable end links on your anti-roll bars "This is called chassis pre-load. Dirt Late Models. The only way to change static weight is to physically move weight or ballast in the car. and Left Rear. A good starting point would be tank of gas. difficult to position all 4 scales so you can just drive up on all of them at as Left Rear Bite + Right Front Bite. measure (literally). I put the car on grease tiles so the tires move freely on the scales and then I bounce each end a couple times. Record these. I made a 4-scale system for my off-road cars. Take your shock, compute the spring preload, and compress the shock/spring combo to the installed spring height in your spring rate fixture. Struts and trailing arms generally arent great in this case as they have a lot of inherent bind. you weigh and adjust. Finding The BBSS Front Spring Pre-Loading This article explains everything pretty clearly and I feel like I could tackle the job myself now! You can You could also raise the left front or right rear ride heights to do the same thing. To favor right turns, put more weight on the If you have uneven mass on your wheels then your tyres will all have different levels of grip which can lead to an unpredictable car on circuit and make it corner faster in one direction than the other. In our example, move the LR and RR corners down by 0.4375-inch. I dont get this. The car literally registered several hundred pounds less that what the weight finally settled at after I jumped up and down on the door sills for several minutes. weights and percentages and generates target wheel weights to achieve a 50% Today's oval The first is to use traditional lift-off oversteer. If the car feels loose throughout the corner, lower both track bars evenly. adjustments were 1 turn to the right front and 3/4 turn to the left rear. Excessive front toe in will make a car turn into a corner quicker, & may create a loose condition. Here is a screenshot with some random-ass corner weights. much Wedge Delta and make the handling worse. That is why it gets tighter. Maybe there's some sort of bind in the scales. Corner weighting can be a complicated process for you to complete without someone who is experienced helping you. (adsbygoogle = window.adsbygoogle || []).push({}); If you prefer Microsoft Excel a Corner Weight spreadsheet is available for download here Bite tells us how much we Typically, this adjustment will make the car tighter on corner entry or in the center, and a little looser on exit. Since this article still gets a bunch of traffic, just bumping it up. If you raise the ride height at a given corner (put a turn in or add a round of wedge), the weight on that corner will increase, as will the weight on the diagonally opposite corner. 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. The car is built on a jig for a particular ride height layout. Now that the car has the correct ride heights and weight distribution for your setup, you need to make sure those don't change at the track. 3) Reverse stagger: The opposite of stagger when your left side tires are . TVW - (RF + LF + LR) = 603. racers discovered they could insert an actual wedge into the left rear 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. Front + Left Rear) - (Left Front + Right Rear) and tells us how much But in a right turn, the opposite occurs and the handling is worse. Other than that you need to watch the suspensions. Just make sure none of them are flat or wildly overinflated. Calculate the average front and rear desired ride heights. oval racing world and is simply another word for Cross Weight. 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. shocks set to same length left to right (front to rear will be different). adjustment so I have a history of each adjustment. Do not adjust any other wheel's spacing. That makes every little detail that much more important. right swapped). Also double check that the If you moved only one point, then the problems begin. Get the rear percentage as close to the manufacturer's specs as possible. You're better off not corner balancing the car than doing it on an unlevel Here's the ending corner weights with no driver and 9/10 fuel: Grassroots Motorsports Understanding Corner Weights. And actually you'rereally not going to changefront/rear weight balance with ride height changes, so itreally only matters that pressures are even side to side. Go in hard, let off and let the drag brake pivot the car, and get right back on the throttle. Took it to be corner weighted and it transformed the car in to a front runner that the drivers raved about. Determine your ride heights. Thanks. I weigh 220. The Circle Track Analyzer is a computer program that simulates most any car you can design, racing on most any size oval track. In our example, the front average is 4.25 and the rear is 4.75. To calculate cross-weight percentage, add the RF weight to the LR weight and divide the sum by the total weight of the car. If you want to raise the ride height then extend both LF and RR coil overs 2. that as a result the coil springs must bequite beefy and stout, 600 lb/in or more. 11. The angles are another way to set the suspension for the desired ride height and cross-weight percentage. 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. Bounce the car at each corner to free the suspension from any bind, then roll the car onto the scales. Understanding corner weights. I overshot by a little so I raised the left rear spring perch by 1/2 height and the shocks set to the exact same spring perch height When I weigh my cars I try not too overthink all this binding stuff. It is defined as the total weight resting on the right-front (RF) and the left-rear (LR) tires added together, and then divided by the total vehicle weight. And what do you mean by "lots of bearings"? Because we desire 52 percent, we will need to increase the crossweight percent. 2. important for oval racers, especially on dirt ovals. Same goes for for swaybar endlinks. Weight can be moved around at the track to fine tune the handling characteristics of the chassis. very close to ideal. Right Rear weight: < Enter your corner weights in pounds or kilos and click 'Calculate'. RC Oval racing is probably the easiest form of RC racing right, right? %Right Weight = An analogy which is commonly used is to imagine that the car is a four-legged table. see on the right side of the spreadsheet's "Target Corner Weights" section that To add weight to a given corner, raise the ride height at that corner or lower the ride height at an adjacent corner. not to push it off the scales, to unbind the suspension (as the car is Using dead struts and lots of bearings will help. to measure your new springs and put the longest spring in the left front--this on each wheel to speed shock adjustment. 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 % If you know the front, side, and crossweight percentages, then you can calculate the numbers. A stiffer spring on one corner equals more weight transfer to that corner. On my ZX2SR my cross weight was consistently in the 49% range. A. 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. Dirt track racing in Australia has a history dating back to the 1920s and 1930s. (CG) height by using this online calculator: CG Height 4. rear and tried again but I still needed more weight off the right front and left decided to try 5 turns total of spring perch movement to balance the car. Always record the cross-weights and ride heights for reference at the race track in case changes are needed. Jun 7, 2018 #8 . Wedge is a term used in the The advantage to wedge is that the left rear tire carries more load, so the car drives off the turns better. These are your current calculated weights: Left Weight = In circle track racing, we often, and almost always, have different rate springs on each corner of the car. RC Dirt Oval Basic Setup & Tuning Guide (21.5, dirt oval, GFRP, Custom Works, Purpose Built) - YouTube 0:00 / 43:10 Dirt Oval Setup & Tuning Tutorials RC Dirt Oval Basic Setup &. It seems to me that if there's bind in the suspension that's preventing all the force of the springs to come into play, the weight read by the scales will be less than the correct value. Would be interesting to see how close to ideal I got it though, given how well it handles already. But if you corner and the inside wheel slows to 150rpm, the outside wheel will spin at 250rpm. It's better to make many small changes than to try 2. How would you makesomething like that? if you have any of the scales connected improperly (i.e. Note your ride heights and You can see that the leverage ratio in the crank link reduces coilover(and thus shock) travel, and Battery: 2 cell lipo max Thanks; what you say makes sense, of course, but repeatability is always going to difficult unless you can get rid of most of the bind, right? A lowered rear roll center promotes side bite at the rear which tends to tighten corner handling. (I suppose cooking oil, motor oil, KY, or Astro-Glide would also work). Bearings, like sealed roller bearings,solid bushings, or spherical joints. Left Rear tire is carrying more weight so it will get more traction and Using dead strut inserts could be an option for cars with strut suspension.