50 replies to this topic

[RocketRide]

Thank you ButtBeak you are absolutely correct, my thoughts exactly.

[rocket21]

I think a lot of you guys should attend the racewise class at ROCKET in January. A little expensive but well worth it.

[dirtstudent2]

I think a lot of you guys should attend the racewise class at ROCKET in January. A little expensive but well worth it.

 

Your 100% correct.  How about offering some help on thoughts presented in this thread.  There's nothing bad about being wrong, especially if someone learned would help others out.  Please help us out?

[The Legend]

Have you ever heard chassis seminar explanations ??? Everything is " doing xyz may help " doing xyz can do this etc etc . It's doing xyz might make the car tighter on entry but it can also make it looser on entry lol. Which that is true but they offer no insite as to why. Adjustments do not react the same if you drive the car like asphalt as if you drive the car like a late 90's don oneil. I don't think anything can replace getting out there and finding out how things work on your own. Look at the guys who are winning they either have a ton of experience themselves or guys with a ton of experience making the calls for them .

[The Legend]

The seminars I went to were a complete waste of time because the speakers spoke like politicians

[Paul55]

The seminars I went to were a complete waste of time because the speakers spoke like politicians

👍👍👍👍👍👍

[dirtstudent2]

Quoting Legend: 

 

"It's doing xyz might make the car tighter on entry but it can also make it looser on entry lol. Which that is true but they offer no insight as to why."

 

The why is entry "tight" has a direct relationship with RF/LR cross, modified by how much rotation your car gets from stagger.  Adding RF/LR cross will always tighten, until the loading to tighten entry exceeds a rear tires grip.  Then tightening or additional tightening of the car will "make it looser on entry".   

 

Stagger and how your able to load your rear tires on entry, to make use of stagger, is what sets the amount of available grip you have during entry.  

 

The goal is to adjust "xyz" to tighten up entry, in a way which also allows you to maximize the use of stagger.  It nets out to, get more rotation out of stagger and you have more available grip to hold in the LR and RR.  That will in turn let you use more RF.  The more you can use and balance grip at your RF and LR/RR combination on entry, the more momentum you can carry.  

 

Entry line and being able to carry and maintain more momentum between turn in and the start of acceleration, are IMHO what separates fast, from not as fast.

[LM RACING]

how do you fix it if you are not lifting?

Edited by LM RACING, 18 August 2015 - 08:51 AM.

[BRC27]

Just from the numbers you've given the first thing I would suggest is getting some more Bite in the car.  And play around with the rear springs a bit.  I've never run the same spring rate across the back, but that's just me.  it also helps to know which tire left or right is working harder.  after a run measure how much air pressure you gained in both tires.  chances are you gained more in the right from it spinning more.  Play around with your set up until you get them working even (gaining the same amount of PSI)  I would try getting more bite first, but that's just me.  like everything else it takes time to figure out.  but keep at it!

[rsadiedog]

How much drop in left rear?  What bar angles on LR at full drop?  Where is your 5th coil and what spring on it?

[dirtstudent2]

You

 

how do you fix it if you are not lifting?

 

Lifting or not lifting and no matter what kind of car your racing, you can do only so much to shift setup towards what is needed for track conditions.  The rest is up to the driver.  In the end it's driver skill which makes their machine maintain momentum and set a good exit line, via their entry line.  I don't care what track you go to and what class of car you watch, the driver who is able to maintain momentum from turn in to acceleration, will be over all faster.  It's not about if you diamond the track or if you roll it more, it's about how you take the part of the turn the actual diamonding or rolling occurs.  Forget about all the rest of the track and watch how who drives from turn entry to acceleration and when you pick out what will be obvious and look good, you'll also pick out who is fast.  That hot shoe who puts the pedal to the medal right quick after turn in is sure noisy and cool, but they ain't fast.  The fast is the driver who can turn in and then roll a little with a little extra to where they can put the rest of the pedal down.  If you smash into the turn full speed and then blow your tires off jumping on the gas, you know where your going?  Sure you can ride the gas while slowing down going into where you really can accelerate, but what for when your slowing down anyway?  

 

I hope I described something everyone can look for and see.  I think if anyone looks for it they will see it.  The tough part is the poor driver will not see it and likely never see it.  So, all you can do and all we can talk about on here is how to grab at bite or grip the track may have to offer.  The real solution is to watch other races your not part of and WATCH what the fast folks do between turn in and the start of acceleration.  Then copy and repeat.  ...