how to get more forward bite on dirt

There are optimum points where balance is achieved, just pay attention to what you car is doing, and now you know the proper adjustments to make. Forget the old idea of side bite, it is wrong! The Dirt Forum for More Information, THIS IS ON A METRIC CAR THAT WEIGHTS 2100 LBS WITH OUT THE DRIVER. on Dirt A stiffer spring on one corner equals more weight transfer to that corner. Racing website design is not rocket science; it does not take much to get you setup with a sweet looking website that is easy for you to update. Makes sense and explains why the adjustments work. Lift bars, slapper bars, Super Stock springs, leaf links, ladder bars, three-links, four-links, and torque arms (there may be others too, but it’s a start). Get a good look if you can. Although the same amount of overall weight is being transferred, the weight is being transferred up front and less in the rear. Use the shims to adjust exactly when the car gets into the bump rubber. What other changes can i do to help increase forward bite. In reality rarely will you feel like your car is 100% perfect during a night. Less weight means less transfer. (A quick commercial break for our sponsor, check out the torque master EVO Fuel Injection System). Dirt track race cars can be very difficult to set up. In dirt track Keep the CGH low. Likewise, maximum traction in the front is achieved when the two front tires are equally loaded. Advanced Racing Suspensions (ARS) has an amazing shock that helps the problem of the left rear bottoming out during corner entry. Increase tire offset (TW) by offsetting the tires. The bite we are talking about is … So now, by definition of the above graph, the left rear tire lost more traction than what the right rear gained. Depending on the condition of the track and your driving style, there can be two very different approaches to your chassis tuning. This leaf spring pro stock had leafs on it. Let's keep pupils learning Over 10,000 free video lessons and resources. Same theory applies: moving the right rear in will add more static right rear weight and will cause more weight transfer. A higher RC on one end of the car will result in a stiffer roll stiffness on that end of the car causing more of the total weight to transfer at that end of the car. If you are using energy sliding sideways, that same energy is not propelling you forward… Generally speaking, on wet tracks, you Generally speaking, on wet tracks, you want a tire with radial grooves and cross cuts in … Wouldn’t you agree? Wheel Base A taller spring has the potential to store more energy than a shorter spring because more weight can generally be placed on a taller spring before the spring becomes coil bound. I was working a 10-inch fast boy spring on the lr and standard spring on the right with a 10-inch arch. Driving styles and tendencies also come into play especially in dirt track racing where conditions are constantly changing. Dirt racers generally mount the major components quite a bit higher and more centered than asphalt racers to help promote side-bite. In most cases the driver will report only the loose condition at exit, the last bad thing that he remembers, when the cause of the exit problem is actually the excessively tight handling condition at corner entry . Another option is to drop the front of the pull bar. Horsepower has a lot to do with which factors you want to focus on. Big Concept: Left side springs and offsets control the handling during the winged down phase, right side springs and offsets control the roll right phase. Here's how to diagnose, fix and prevent these ear problems in dogs. Generally, the more a kart flexes, the more sidebite it will get. If you calculate the anti-squat on a typical wishbone, it is much more than the typical z-link design used on common Jacob’s ladder cars. A majority of issues start there and creating issues with corner exit with forward bite. Most sanctioning bodies the rule states 72” from the back of the engine block to the center of the axle housing. • Adjust stagger for the middle. Finding the Roll Center These phases will change from track to track. Move left rear out to tighten or move left front in to tighten. Over the years, drag racers with door cars have gone through all sorts of suspension arrangements. Find more ways to say dirt, along with related words, antonyms and example phrases at Thesaurus.com, the world's most trusted free thesaurus. While a large radius track requires a little less left side weight to get more side bite on the right side tires to keep the car from sliding through the corners. To give the car more rear traction, we need to understand a little about the dynamics at work on the car when we are accelerating. More wing speed means we need to keep the right rear in further to get the car tighter. Of course when our car hits the ground, the spring rate not only becomes infinite, but the weight is now transferred through the frame rail to the track and not the tire to the track. Dirt track racers have never paid attention to these formulas and principles because when you take a car that handles well on asphalt, it does not do very well on dirt. This does two things. This will feel as if the kart is both loose and pushing at the same time. One thing that we believe as well is a loose car is better than a tight car. Things are not always as they appear. As mentioned earlier, when moving the right rear out, the jacking effect of raising the CGH will be gone, so you will need to statically raise the CGH to compensate. You get more weight transfer from the front to the rear with a shorter wheel base, but the disadvantage to a short wheel base is you lose rear weight percentage in the static state. google_ad_width = 728; Also, remember in our lateral weight transfer formula, a larger TW number will decrease weight transfer which will increase our rolled right traction. This stiffening effect will keep the left rear from bottoming out. First thing always is to get the thing pointed straight to be able to apply more forward bite. We know that weight is going to transfer from the left to the right, then we can assume that we will need to start out with, in the static state, more weight on the left rear and less on the right than what we want to end up with in the middle of a turn. He will change both the weight and the CGH. google_ad_slot = "8270298437"; Softening the right front spring rate can also add traction by dynamically loading the left front and right rear more; this also compresses the right rear spring more and adds side bite, which will turn into forward traction off the corner. Although drivers generally feel more comfortable with a car that does not roll much, resist the idea to increase geometric weight transfer too much as it leads to a car that does not absorb bumps as well. When we add weight to a tire the traction goes up, but not linearly (in a straight line). I could fix the Ring doorbell that needs a new battery — if only I could find the tiny proprietary screwdriver that … A key concept is that if the horsepower is not high enough to break the tires loose in the forward direction, then the longitudinal traction is not an issue and we need to focus on lateral traction. Specifically, bumpiness and grip level offered by the surface itself. This can be very beneficial on a small track. Keep in mind that when the car gets into the bump rubber on the left rear shock, the spring rates also climb very high. Imagine going 90 MPH in your car and trying to hold a sheet of plywood up, can you imagine the force? Some other tire needs to lose weight and therefore lose traction. Increasing cross weight tightens up the kart. There's never one set rule for every chassis for every track though, so these should (constant, still, not changing). We are not going to add weight to the car, we need to keep the car light for acceleration. Fact or Fiction? I got a 03 GRT Late Model and it is lacking forward bite. offset wheels on the front and 3 in. As we stiffen front roll couple, more weight transfers up front and less transfers in the rear. Here are the signs, symptoms, treatments, and prevention tips. Got it? Could use more side bite from middle out also. Some of you caught the part about wheel base. Offset on RF To help turn into the corner better. On a half-mile dirt track, corner entry speeds can be 20 to 30 mph slower, so you really have to do more with the chassis to get the car to do the same thing. All set-ups can only be justified with proper Please feel free to print out each page of the set-up information. I hope this paper inspires you and makes you want to learn more. On a big track, we can’t move the right rear out because it will loosen the car on entry due to the loss of right rear weight. During the winged down phase of the turn, when weight is rolling from the right rear to the left rear, more static right rear-left front weight will make the car tighter. offset wheels on rear. Sadly, many racers misunderstand these properties. Some Forward Bite Using the smallest axle diameter allowable (based on HP) you will encourage both left & right axles to “wrap-up” at virtually the same rate. These are the six most common dog ear problems that pet owners have to deal with them. Some spiders lay their eggs and then depart, in which case you won’t see them around, but a number of … The exact numbers vary from car to car, track to track, and surface to surface. They can lead to skin problems, especially in cats with flea allergies , and can even cause anaemia (blood loss) in kittens. • If you’re pushing, move the seat forward. A chassis with a long wheel base, at least if it is designed correctly, will have more rear weight percentage in the static state, so much so that even with the decrease in weight transfer due to the longer WB, the end result will be more rear weight under acceleration. On dirt, too much left side weight makes it harder for your right side tires to get traction. According to skid pad tests, it drops off pretty quick. Adjustments Experiment with the distance or space between rubber and nest. It makes sense, but in vehicle dynamics the term is. with forward bite. Fundamental Truth #2: A softer spring will transfer less weight to that corner of the car than a stiffer spring. There are proven formulas for Newtonian physics (basic understanding of how things move) and there are formulas for quantum physics (how atoms and particles move). As more weight transfers, the rear will squat. The following kitchen science example demonstrates how chassis weights and preload work Sliding this weight forward gives you more front weight or bias. Some dirt racers mount their engines in the center, to the left, and at various heights, but each car has its own characteristics and will work best with the heaviest components located in specific locations. A track with tighter turns relative to the length of the straight will have more winged left effect; tracks that are larger will also have more winged left effect. Anti-squat Anti-squat is a concept used to determine how much the rear of a chassis will squat under acceleration as a result of the rear geometry. I'd like to write more but i'll stop for now on Tire Efficiency Front and Rear Roll Couple (Roll Stiffness) and Spring Rates We will talk about track width (tire offsets) later. Although we don’t usually change this at the track we must consider the roll center location left to right. If that doesn't help, if you're running leaf springs, cut a small shim wedge from solid bar stock, about 1/8 thick. //--> The period of the winged down or roll left phase of the turn is different for each size and shape track, and it also changes at the track during the night as the track goes slick. In the automotive world this concept of front and back spring stiffness is called front and rear roll couple or roll stiffness. No matter the bite you have if you're … But the two fields of study have great contradictions among them, things seem to work differently on an atomic level than they do at our level. I would like to change the term "side bite" to lateral traction. Cross weight controls how the kart transfers weight in the corners. Could use more side bite from middle out also. This happens because when we enter the turn with such high speed and then all of a sudden we turn the car and make our wing panels face a huge wind. Made by If you can login to Facebook and post your latest updates and photos, you will be able to update your own racing website. Maximizing axle wrap will make it more difficult for the tire to break traction on acceleration, whether it’s on corner exit or on restarts. Dirt is a whole lot more complicated and inconsistent than its prissy sister! It increases the upper control arm angle and also reduces the lower control arm angle. Overall this would give you less forward bite. On bigger tracks, 1/3 mile or larger, it is better to keep the car lower to the ground. They call it the WX shock. may reduce the amount of rear steer to compensate for the stiffer RR spring to I could not put my finger on why this was the case. Although some of this is controlled by the design of the car, we can raise and lower the CGH. The ideas I am about to show you have been proven and is documented in many books. What springs do control though is where the weight goes when it is transferred. Don’t over complicate this. I agree with Troy on Harder more aggressive outside for BITE not soften, say it is 33's I go about 6 to 8 points harder If I stay on 33's, sometimes Juiced 55's are the way to go as well. If the IC is below the front sprocket, the car will squat, if it is above the front sprocket it will lift up. After warm ups, or maybe into the heat races, the tire's grooves can no longer work into the dirt, at least not much because the dirt is harder than the rubber. When you see a car rolling on the right rear, the car is tight because it is transferring less weight, not more weight. Adding kids to the equation definitely makes this more challenging – I totally understand! Side bite is what you need to get around corners without sliding. Our 600cc sprints will pull between 0.8 and 2.5 g’s in the middle of a turn depending on track conditions, size, and shape. Good Luck ! Up until now, most of what we were using to set the balance of our car was the right side springs. It is a fine line and exactly where that line is on every track for every track condition. Chain Tension If you are loose when the car is winged left, change left side springs and/or left side offsets and/or add right rear-left front weight. Although I think I have it clear in my head, writing it down is another issue. Calculating Anti-squat: this is not so straight forward and I will not go into the numbers, just know that as you raise you linkage points in the front (wishbone, 4-link, and the top rod on a z-link) the anti-squat will be increased. google_ad_height = 90;