Im sorry for thinking several levels above where you are. Clearly you can eaisly use a calculator to determine how much weight would have to be moved in order to change percentages a corresponding amount. A complex formula could tell you exactly how far down or up the nut would have to travel to achieve that change without using scales . That type of formula would be ivy leauge , which is why I said the trial and error method on the scales that your describing makes more sense !!! Just read what I write before you commentNo what I said was the weight change measurements are taken off the left rear corner, the car needs to be level and at ride height to do this so when I do the car is sitting of four scales, but you only need the left rear scale to measure the changes as you make your adjustment. If you put 10 pounds in the left rear it will put 10 pounds on the right front at the same tme, it will also take 10 ponds of the other two corners at the same time. The adjustmet is made with a four corner adjustment but with each adjustment you are actually effecting all corners at the same time. So you need to determine how much wedge you want in or out of the setup. then divide by 8, so for simple math lets say you have a 2000 pound racecar and you have 49% wedge and you want to increase it to 55% that means you need to add 6% to the wedge (LR to RF)correct? So 6% of 2000 pounds is 120lbs. divide this by 8, that gives you 15 pounds, after you figure this number out simply turn the left rear spring in until the LR scale comes up 15 pounds more, then go to the RF and turn that spring until the LR Scale comes up 15 more pounds, then go to the RR and take that spring out until the left rear comes up another 15 pounds and go the left front and take that out until the left rear goes up 15 more pounds. At that point you have increased your wedge 6% and you ride height will be exactly where it was before you started making your adjustments.
Latemodel cross question
#21
Posted 30 January 2013 - 05:32 PM
#22
Posted 30 January 2013 - 07:05 PM
Wedge is everything on what kind of car ??? Why do 4 links have multiple holes ? Why are panhard bars adjustable ? Why do they make different spring rates ??? Why do they make adjustable shocks ?? You sir are a genious !!!
no you legend are a true dumb a$$ wedge truely is everything. the basic principal of how a to go fast is to balence how well your car turns in and how well it accellerates off the corner. this is all controlled by wedge. everything is controlled by how much wedge stays in the car going into the corner and how much is in the car when you accellerate off the corner.
#23
Posted 30 January 2013 - 07:36 PM
superbench racer ..... if I wanted to argue with a complete obnoxious moron I would just argue with my workers tomorrow. What is your name, and how many races have you won with the wedge is everything principle ?? Do you even drive a car ?? Have you ever even driven a car ??? By your theory you can take a car reguardless of its handling condition and make it beat bloomer and owens on the dead slick with nothing but a wedge adjustment ?? I challenge you to state your name and the car you have wrenched on that the only thing you concerned your self with is wedge that beat bloomer and owens on the dead slick ... And dont give some some bullshit about bar angles and rear end location spring rates etc are changes to DYNAMIC wedge so in reality every adjustment is a wedge adjustment, because those other adjustments effect more than just dynamic wedge. State your name bitchno you legend are a true dumb a$$ wedge truely is everything. the basic principal of how a to go fast is to balence how well your car turns in and how well it accellerates off the corner. this is all controlled by wedge. everything is controlled by how much wedge stays in the car going into the corner and how much is in the car when you accellerate off the corner.
#24
Posted 30 January 2013 - 07:51 PM
No what I said was the weight change measurements are taken off the left rear corner, the car needs to be level and at ride height to do this so when I do the car is sitting of four scales, but you only need the left rear scale to measure the changes as you make your adjustment. If you put 10 pounds in the left rear it will put 10 pounds on the right front at the same tme, it will also take 10 ponds of the other two corners at the same time. The adjustmet is made with a four corner adjustment but with each adjustment you are actually effecting all corners at the same time. So you need to determine how much wedge you want in or out of the setup. then divide by 8, so for simple math lets say you have a 2000 pound racecar and you have 49% wedge and you want to increase it to 55% that means you need to add 6% to the wedge (LR to RF)correct? So 6% of 2000 pounds is 120lbs. divide this by 8, that gives you 15 pounds, after you figure this number out simply turn the left rear spring in until the LR scale comes up 15 pounds more, then go to the RF and turn that spring until the LR Scale comes up 15 more pounds, then go to the RR and take that spring out until the left rear comes up another 15 pounds and go the left front and take that out until the left rear goes up 15 more pounds. At that point you have increased your wedge 6% and you ride height will be exactly where it was before you started making your adjustments.
Thank you.
ps... I thought sure someone was going to ask where the other 60 pounds went.
#25
Posted 30 January 2013 - 09:30 PM
superbench racer ..... if I wanted to argue with a complete obnoxious moron I would just argue with my workers tomorrow. What is your name, and how many races have you won with the wedge is everything principle ?? Do you even drive a car ?? Have you ever even driven a car ??? By your theory you can take a car reguardless of its handling condition and make it beat bloomer and owens on the dead slick with nothing but a wedge adjustment ?? I challenge you to state your name and the car you have wrenched on that the only thing you concerned your self with is wedge that beat bloomer and owens on the dead slick ... And dont give some some bullshit about bar angles and rear end location spring rates etc are changes to DYNAMIC wedge so in reality every adjustment is a wedge adjustment, because those other adjustments effect more than just dynamic wedge. State your name bitch
ok retard i never said that you could make a simple adjustment to the static wedge and go win a race. the fact that wedge is everything is true. i should have specified that includes dynamic wedge. while it is true that adjustments like bar angles, panhard bar location, spring changes, and shock valving have many effects on handeling like attitude, roll steer, drive angles, sidebite, the list goes on and on. however, its proven fact that some of the most common and effective adjustments that can be made are made BECAUSE of the affect they have on dynamic wedge.
#26
Posted 30 January 2013 - 11:12 PM
Im sorry for thinking several levels above where you are. Clearly you can eaisly use a calculator to determine how much weight would have to be moved in order to change percentages a corresponding amount. A complex formula could tell you exactly how far down or up the nut would have to travel to achieve that change without using scales . That type of formula would be ivy leauge , which is why I said the trial and error method on the scales that your describing makes more sense !!! Just read what I write before you comment
Hey Einstein, You are talking about trial and error, I talking about how much to adjust each corner without trial and error, this formula eliminates trial and error and gives you the ability to make the adjustments without guessing. A far as doing it without scales, well that's definitely going to require alot more gosintas you know 1 goes into to 2, My Gosintas Ain't to good, that's why Use that there new fangled calculator. And of cource I would have to know the spring rate on all four corners. and also would have to know that those springs were not fatigued and still their original linear rate.
Edited by bd3d, 30 January 2013 - 11:36 PM.
#27
Posted 30 January 2013 - 11:17 PM
Thank you.
ps... I thought sure someone was going to ask where the other 60 pounds went.
Me too, but actually if you remember the original formula was dividing by 8, but when you make the four corner adjustment it atually works out to four 15 pound adjustments = 60 X 2 (Because of the Dividing by 8 in the origianal formula) gives you a total adjustment of 120lbs cross weight.
Edited by bd3d, 30 January 2013 - 11:30 PM.
#28
Posted 30 January 2013 - 11:19 PM
ok retard i never said that you could make a simple adjustment to the static wedge and go win a race. the fact that wedge is everything is true. i should have specified that includes dynamic wedge. while it is true that adjustments like bar angles, panhard bar location, spring changes, and shock valving have many effects on handeling like attitude, roll steer, drive angles, sidebite, the list goes on and on. however, its proven fact that some of the most common and effective adjustments that can be made are made BECAUSE of the affect they have on dynamic wedge.
Static wedge is what I am talking about (The car sitting at ride height in race trim) Including drivers weight sitting in the shop on the scales. Many variables can affect the car when it's in motion but I am talking about getting a base line setup.
Edited by bd3d, 30 January 2013 - 11:53 PM.
#29
Posted 30 January 2013 - 11:22 PM
Oh yeah who needs Ivy league? when it's so simple!Im sorry for thinking several levels above where you are. Clearly you can eaisly use a calculator to determine how much weight would have to be moved in order to change percentages a corresponding amount. A complex formula could tell you exactly how far down or up the nut would have to travel to achieve that change without using scales . That type of formula would be ivy leauge , which is why I said the trial and error method on the scales that your describing makes more sense !!! Just read what I write before you comment
#30
Posted 31 January 2013 - 05:07 AM
Sitting on the scales and Turning the nut until you move the amount of weight your looking toHey Einstein, You are talking about trial and error, I talking about how much to adjust each corner without trial and error, this formula eliminates trial and error and gives you the ability to make the adjustments without guessing. A far as doing it without scales, well that's definitely going to require alot more gosintas you know 1 goes into to 2, My Gosintas Ain't to good, that's why Use that there new fangled calculator. And of cource I would have to know the spring rate on all four corners. and also would have to know that those springs were not fatigued and still their original linear rate.
Move is the definition of trial and error.
#31
Posted 31 January 2013 - 09:13 AM
Sitting on the scales and Turning the nut until you move the amount of weight your looking to
Move is the definition of trial and error.
Yes but the formula tells you the amount of weight to move, trial and error involves turning the adjusters and then rescaling until you get the number you want and hopng your ride height stays correct, my way is a one shot process with a four corner adjustment, one time, No trial and no error. Try it sometime, it works!
Edited by bd3d, 31 January 2013 - 09:14 AM.
#32
Posted 31 January 2013 - 09:21 AM
#33
Posted 31 January 2013 - 09:24 AM
The non sense you are spewing assumes that people are looking for a specified percentage of cross weight , when in reality in dirt racing they concern themself with the weight difference between the left rear and the right rear, which renders your calculation completely irrelevantYes but the formula tells you the amount of weight to move, trial and error involves turning the adjusters and then rescaling until you get the number you want and hopng your ride height stays correct, my way is a one shot process with a four corner adjustment, one time, No trial and no error. Try it sometime, it works!
#34
Posted 31 January 2013 - 09:26 AM
#35
Posted 31 January 2013 - 09:48 AM
Legend...you do know that you are debating set up info with a Hummingbird hot shoe....bd3dSir I
Mean no disrespect have you ever taken an IQ test ???
#36
Posted 31 January 2013 - 09:52 AM
Lol no I didn't realize that but I do now . The worst part is its not even set up info being debated , I'm debating word definitions and logical concepts and he just doesn't get it ... This dude is arguing that 2+2 =7Legend...you do know that you are debating set up info with a Hummingbird hot shoe....bd3d
#37
Posted 31 January 2013 - 09:58 AM
Watch him run...you will understand why 2+2=7.Lol no I didn't realize that but I do now . The worst part is its not even set up info being debated , I'm debating word definitions and logical concepts and he just doesn't get it ... This dude is arguing that 2+2 =7
#38
Posted 31 January 2013 - 10:00 AM
This was the same guy looking for a racing partner to supply him with a new race car to install his old motor in earlier in the year wasn't it ?Watch him run...you will understand why 2+2=7.
#39
Posted 31 January 2013 - 10:10 AM
Yes...same guyThis was the same guy looking for a racing partner to supply him with a new race car to install his old motor in earlier in the year wasn't it ?
#40
Posted 31 January 2013 - 10:27 AM
This was the same guy looking for a racing partner to supply him with a new race car to install his old motor in earlier in the year wasn't it ?
My guess is that you are one of those guys with more money than talent, no real knowledge just a bunch of hot air, you can sure dish stuff out on here it but you sure can't take it. What I say is accurate wether you agree or not.
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