2 replies to this topic

[dirtstudent]

The last question made me think of another one about making an air pressure change at the lr. Which is more correct about what happens or what's wrong with the question? When you add air to the lr tire that makes it taller and adds weight to that corner also in the process stiffing the tire. Because that places more weight on the lr corner of the car it provides more weight at the lr corner to be transfered. or When you remove air from the lr tire that makes the lr tire shorter and the tire less stiff. Because the tire is shorter it is easier to unload when weight transfers from it and because the reduction in the size of the lr tire has reduced cross less weight is available to transfer to begin with..... I guess there is only less weight available to be transfered, in the case of sprinter, depending on how sharp a line the driver takes. I think the sharper the driver makes his initial turn-in the more weight initially gets transfered to the lr. So how much weight is available to be transfered off the lr after turn in and how much energy is potentially waisted is soley dependent on how smooth the driver of the car.

[Jon Banas]

Increasing pressure will allow more weight to be carried by the tire in question. What makes you think that taking a left hand turn will transfer weight to the LR. The only way that would happen is if the wing can overpower the natural tendancy to roll while cornering. Also affecting this roll is the stiffness and rates of shocks and if the driver is on the throttle. Which is most of the time in a winged Sprinter. The line that a driver takes into a corner should be dependant on what stagger he has in his tires and what line is the best for his setup.

[dirtstudent2]

"The only way that would happen is if the wing can overpower the natural tendancy to roll while cornering." It's my understanding that the ability of a winged sprint car load the lr at turn in because of the wing is what seperates wing sprint cars from other types of dirt cars. I view a winged sprint car as having a, so to speak, sea ankor up in the air. That anchor being the wing. The wing anchors the car up in the air and the rest of the car is able to slide out slightly from under the wing and lean to the left at turn in. That at turn in not only loads the lr but allows the lr to dig into the track at turn in providing the needed braking action to get the rear to steer the car. As long as the lr can provide more braking action at turn in or the setting of the car, which ever way you might think of it, than the right rear you will not go up and say hello to the wall. Others that I have talked to liken the wing to being the top of a lever that pushes the car over to the left. I just find it easier to think of the wing as an anchor and the car then trying to accelerate out from under the wing becomes rocked top to the left. How easy it is for the car to roll over to the left is then determined by a lot of things. Some of them being how stiff a spring is on the lr and rf. How long the lever is to the lr and also the rate of weight transfer that occurs which is controled by the shocks. Thank you very much for the conversation Jon.