This goes against what most dirt racers do. The age old truth is that we need to perfect our setup first before working with the shocks.

What used to be standard setups are a thing of the past for the top teams competing in dirt late models, modified, and even the stock classes. Each corner of the car might need a different shock characteristic. I'm not a veteran chassis tuner by any means but if I had to speculate based on the info you gave I'd say it has too much cross because the front end had bite when it was tacky. Research that has been done to document shock influences on dirt show that there are a lot of gains to be had by concentrating on your shocks. If there is, try to adjust the brake bias to improve the entry conditions under heavy braking to what it is under light braking. This keeps the left front firmly on the track and working hard, and all four tires gripping and working. If the temperature of that tire is low compared to the left rear tire, then it is a good bet it is less loaded and doing less work than it could, and should, be. I am just fine tuning on it now. Each car needs to be evaluated for where it is to be raced and then set correctly. Most of the time, moving the right rear back or the left rear forward is a way to crutch a car that will not turn. I know this will excite and incite many racers, but it is true. Just look at the top touring late-model cars and you’ll often see much less rear steer. A neutral handling car is not necessarily a dynamically balanced car. The message here is that dirt car setup and design is indeed changing, sometimes from month to month. 0 It may be an affront to most dirt racers to say that technological changes that have taken place in asphalt racing have trickled into the realms of dirt racing. Think out your handling deficiencies and plan out how to make shock changes to help solve those problems. It all comes down to trying to create better driver comfort and more consistency. Dry slick takes a big change in the way you enter the corner. The truth about setup dynamics is that at mid turn each end will want to roll to its own degree of angle. Once the frontend is fixed, there will be less need to do crazy things to the rear alignment. Next Last. The balance, though, will need to be adjusted for the track conditions. Mechanical affects, such as Ackermann, could be more beneficial on dirt than on asphalt, but again only to a small degree. Re: Dry slick help by Adams-sideways » Fri Jul 08, 2011 2:02 am With that question you might as well ask: do i want to be passed on entry or exit? For a better experience, please enable JavaScript in your browser before proceeding. That is why a car with twice the horsepower does not go twice as fast. That way the wheels always keep the same toe or toe gain in equal amounts while turning right or left. Another prime indicator, although it is one that could be misleading, is a low left front tire temperature. For you to be more successful, you need to get your car set up correctly for the basics of geometry, alignment, and balance. To be more specific, for a touring dirt late model, car builders have been experimenting with Moment Centers in the range of 8 to 16 inches left of centerline when the car is in the middle of the turns. If a jacked up setup causes us to make more mistakes than one that places all four tires on the track, speed being equal, then opt for the more consistent setup and you will gravitate to the front. So, the MC needs to be located farther to the left in order for the car to work well. This can be overdone and the goal of trying to create equally loaded rear tires could actually go the other way with the tires being unequally loaded with the left rear more loaded than the right rear. Another trend that has become very popular is closely aligned with most of the above and that is working toward a more balanced setup. The available area to use for this is admittedly smaller, but any gain in downforce is useful.

This extreme degree of wheel travel means that shocks get to do more work than with other types of race cars. l������� �I�lSY�2�1W1��e`�~�;j�U@�,aU7n��mp�y2''�ե���U7nl^���U7�[ˤ�q��mf.�u{{du{9��5��j{��-ZZ�B�vڱc|ӎ50t4�Fttt00Jt�($�l�f(�����&�`"� J������4��E��p�a��`��qP�I���c�[ݯϯ6\JTa� ,��x�c4�L�v�Ҍ@���L'v@��� z n� 112 0 obj <>stream 7�>�T�C�|΂? We need to think a lot differently when dealing with shocks for dry, slick dirt tracks. It doesn't matter if they aren't entirely accurate persay..... as long as you use the same variables.

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