112 0 obj <>stream 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. 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 usually dont comment much on dryslick tracks,dryslick tracks are tricky to deal with,im going to comment on what we do....we run a harder tire with an aggressive prep for bite....not a softner...air pressure is vital for most bite,we never change the setup from tacky to dryslick..we do it with tires/stagger/prep/and air..only adjustments we make on the kart is camber for more or less banking,tires are 100% key to that situation...you can make 10 changes to the chassis and not gain one ounce of speed if the tires arent right,work your tires... How much harder Duro do you normally run for dry slick?
That is a ton of caster too, is that a manufacturer recommendation?
At this stage I would recommend that you don't measure the caster with a gauge. I would do a search on youtube for in car vids of successful drivers and listen to the engines, and especially watch their hands and how smooth and steady they are. We could always use more bite off the corners on dirt. 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. What kind of camber caster gauge is it? A very soft spring would need more compression rate and less rebound rate, whereas a stiffer spring would need more rebound rate and much less compression rate. What we get is not only speed, but consistency and the top teams know that is the way to victory lane. You are using an out of date browser. The difference in roll angles is then changed from equal for tight conditions to different for loose conditions and variable between the two for the transition from tight to loose.
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Dirt modifieds are also using better hoods and roofs that will make use of any aero downforce. 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. Many teams will tell you that there is a need for rearend steer to the right at times when the car is tight and you need to get it pointed in order to exit the corner. “We are focused on improving power I know this will excite and incite many racers, but it is true. 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� So, your spacing at 10 feet will change and gain an inch when the wheels are turned, again both ways, the same amount as would be expected to get through mid turn. Next Last. Gas pressure shocks are now commonplace in dirt racing where 10 or 15 years or so ago, they were just being introduced. Here are a few things you can do this season to be more consistent and give yourself a better chance at winning. (level them the best you can with shims, phonebooks, plywood etc....)Use the same scale for LF RF RR LR each time you scale. It all depends on the track conditions, but when the track has grip, it is very useful to take away that rear steer and drive more straight ahead.

112 0 obj <>stream 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. 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 usually dont comment much on dryslick tracks,dryslick tracks are tricky to deal with,im going to comment on what we do....we run a harder tire with an aggressive prep for bite....not a softner...air pressure is vital for most bite,we never change the setup from tacky to dryslick..we do it with tires/stagger/prep/and air..only adjustments we make on the kart is camber for more or less banking,tires are 100% key to that situation...you can make 10 changes to the chassis and not gain one ounce of speed if the tires arent right,work your tires... How much harder Duro do you normally run for dry slick?
That is a ton of caster too, is that a manufacturer recommendation?
At this stage I would recommend that you don't measure the caster with a gauge. I would do a search on youtube for in car vids of successful drivers and listen to the engines, and especially watch their hands and how smooth and steady they are. We could always use more bite off the corners on dirt. 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. What kind of camber caster gauge is it? A very soft spring would need more compression rate and less rebound rate, whereas a stiffer spring would need more rebound rate and much less compression rate. What we get is not only speed, but consistency and the top teams know that is the way to victory lane. You are using an out of date browser. The difference in roll angles is then changed from equal for tight conditions to different for loose conditions and variable between the two for the transition from tight to loose.

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