asphalt modified chassis setup
5. DC Chassis specializes in: Asphalt Modified Chassis' and set ups Custom Roll Cages Custom Fabrications We carry a full line of Motor State products. At the end a configuration will be generated and emailed to our specialist to provide a quote within 24 hours! An unbalanced car can be very fast, although the thrill lasts but for a short time. Asphalt Chassis Set-Up Featuring Ray Dillon Asphalt Chassis Set-Up Featuring Ray Dillon - YouTube Typical Axle Lengths and diameters for Asphalt Modified Axle setup. The reason I say that with confidence, is because I have gone up against more aero efficient cars with setups and body configurations that were aero-deficient and still out ran them. One of the very first tasks in setting up a race car is to make sure all of the alignment issues have been corrected. We also want to make sure that adjustments to other segments later on do not affect the mid-turn handling. If this component on your car is not right, then the whole car will suffer, no matter what else you do. Plan to win in a repeatable fashion. The number one reason a car will be tight and not want to turn is because the front end is not designed properly. rf: 7 7/8” to 8” from ground to center line of lower a-frame bolt If the wheel is turned farther at speed, the car is tight. We can also use prodive to hasten the movement of the left-front corner on turn entry. If there is, try to adjust the brake bias to eliminate the adverse condition. 2. A car can appear to be loose even though it is tight. Check out our primary asphalt modified products: Suspension Analysis Products. This happens when the crew knows there needs to be a spring split in the rear and installs a stiffer RR spring than the LR spring, but goes overboard and uses a RR spring that is much too stiff. The influence of the location of the front MC can be compared to a sliding scale. Antidive and antisquat are mechanical influences that can help our transitional phases of entry and exit. Because the front tires generate more traction with a greater angle of attack, the driver is actually putting more traction into the front end. Oval Racing Parts. Because of restraints in design and the need for geometry controls for moment center placement, we have to live with those properties. By clicking Sign Up, you agree to the Terms of Use. 1 being the most important. If the front geometry is not designed correctly, then as the car dives and rolls, the RF camber relative to the racing surface will change and the tire will lose grip. Troubleshooting & FAQ. Decrease the amount of rebound in the LR shock and/or soften the rebound in the RF shock to help this situation. The shape of the racetrack can affect how the car is balanced when exiting the turns. All Rights Reserved :::: Policy:::: Career Opportunities Home; Chassis. One driver may a like a car that steers very aggressively, while another may like to drive a smooth, slower reacting car. Low-banked tracks require a location more to the left and higher banked tracks are best set up with a MC more to the right of centerline. 1. Once you have evaluated all of the above and feel fairly confident that the car is set up correctly, you should then work to tune the transitions into and off of the corners with the shocks. The rear tire sizes must be different in order to compensate for the turn radius so that the rpm in both rear wheels will be equal. The idea is to steer the car using different height holes for the rear control arm mounts. The rear stagger should be matched to the racetrack and not used to correct handling problems. The moment center must be located correctly for your type of racing and the cambers must be set, again toward your setup style and track conditions. We can raise the Panhard bar to raise the rear roll center, which will cause the rear suspension to want to roll less. 7. Keep the monkey off your back by understanding your chassis decisions. Loss of efficiency can rob power from the drivetrain due to the generation of vibrations and harmonics that are also damaging to the bearings. Once the setup has been balanced and the shocks are decided upon, we need to evaluate the turn-entry characteristics and the fact that brake bias is a very important influence at this segment of the track. Brake Bias They report running about 0.75 inch and complain that the car is tight off the corners. Morris, MI 48458 If interested in parts or a chassis please contact Dave at 810-686-2325. Here is a recent quote from a reader who has found that perfect balance. The MC should always be somewhere close to the centerline (i.e., midway between the tire contact patches). Front End Geometry We always start … Since the spring promotes rebound and resists compression as inherent properties, then the shock rate of compression control must be less than the rate of rebound control. The left side suspension usually is designed with about half the angle of the right side in a conventional design. 2017 team grt race cars setup sheet *all numbers should be set with driver in car or simulated driver weight!! Antidive helps prevent sudden nose dive on entry by mechanically resisting the downward motion of the suspension using the rotational forces created through braking. Track Support. All come with aluminum panels and fiberglass hood and roof. Sometimes the car is tight and the driver turns the steering wheel far enough to get the car to turn. Featuring: All Star Performance Parts We are located at 9095 N. Dort Highway Mt. We will guide you though a multiple step process to design and build your new car! So, here is, in order of logic and importance, a list of setup parameters we need to address to make our cars fast and consistent. In situations where the exit portion of the track provides less traction and/or the corner is more flat, we might need to develop more rear traction upon acceleration. The overall general rule is that the angles between the driveshaft and both the pinion shaft and the transmission output shaft need to be equal and in opposite directions. Re-check front end alignment 12. 6. Hook up shocks 14. Yokes. When all three phases are balanced, work on driver finesse and practice passing maneuvers running high and low off the corners. Setup Balance This force is resisted by the ball joints and control amrs. In that time, a lot has changed with how racers on asphalt set up their cars. Upper Links will be in the Back set of holes on the chassis. LANDRUM PERFORMANCE SPRINGS makes no guarantees that these charts will be suitable for each racer’s needs. 8. Each end has its own moment arm length and resistance to roll as well as other factors. Balance is spoken of in all types of motorsports these days, even F1. However, there is no magic setup that will work on every car and every track condition for every driver. Roughly 8-10 degrees of third link angle is sufficient to promote antisquat and not hurt your corner entry. Let's stay with the circle track lingo. Secondly, we will have less (almost non-existent) chassis flex with a balanced setup. Shocks Alignment These are 3 5/8in. ride heights: g-60 tires. Antidive effect can help the situation. As each season comes along, our knowledge of what we need and desire grows. It helps to install brake bias gauges and then adjust the amount of pressure front to rear. Try to install shock rates to complement the car's setup. We were 0.13 faster than we qualified. Mid-turn handling problems are caused by a car that is either tight or loose. Newer Roll Center Magic. If you could slide the MC to the right, or outside of the turn for you road racers, the front end will get stiffer. When attempting to tune your car's handling balance at the racetrack, always start with the middle phase of the turns. If you lightly brake into the corner and the problem diminishes, then brake bias is the culprit. Asphalt Chassis Setup Sheets. close. In the common asphalt setups of today, where we use a larger sway bar and softer springs (BBSS), the presence of Ackermann effect could be more detrimental. Dirt Front Spring. When the car is not balanced, the neutral handling does not stay with the car for very long. This is an effect that increases the amount of toe-out in our race cars when we turn the steering wheel. We will look at each phase of the corner and offer handling remedies based on the phase they affect. So, again this year as in past years, we will present what is admittedly the formula for success related more for the conventional and what we call soft conventional setups mainly because these are the ones that produce more consistency and do win races. The setup we choose needs to be arranged so that the dynamics are balanced between the front and the rear suspensions. Usually, improved mid-turn handling offers the most gain in overall performance, and that is why we start there. Fullscreen Mode. That is the essence of shock technology related to handling influences. Brakes; Chassis Setup; Engine & Drivetrain; Gear & Safety; Product Instructions; Setup Sheets; ... Set-Up & Alignment Tools. Asphalt Front Spring. Dirt Front Spring. Usually a 60-65 percent front and 35-40 percent rear bias works for most tracks. And, it must be economically applied. If the same stiffly shocked corner is in rebound, less of the overall load will be retained by that corner, and its diagonal corner as well, during the rebound cycle only. IMCA Modified Chassis Setup DVD, Bob Harris Workshops. These are the general rules unless you are trying to "tie down" a corner. So now that our soft set up has the body flat, the nose low, the rear spoiler held up in the wind and body movements controlled promoting consistency, this now brings new chassis parameters into the process. We make many different fiberglass hoods to fit all kinds of different modified chassis. Next, tune the entry balance and then tune the exit balance. Although the camber change is quick and the wheel returns to normal camber settings a short time later, once the push starts, it is hard to stop it without slowing down. But the most useful rear steer will only occur on acceleration and not at mid-turn. H. ... As body roll occurs, the right side of the chassis will lower which will level out the right rear radius rod. Torsion Bars. This develops more crossweight as the car squats on acceleration. If you have to steer to the right at mid-turn, bring the car back in. 10. That is the best description of the result of the dynamic force that influences each system. The amount of resistance is directly related to the degree of side view angle we put in our control arms and the amount of brake force used. The tight or loose condition can exist in one or more of the three phases of a turn (entry, middle, and exit). The chassis was as good or better at the end than it was at the beginning.". If we can get the car to handle well in the middle, then we might have already solved some of the entry and exit problems, too. Antisquat is detrimental to corner entry. Re-check rear end alignment and pinion angle 13. The driveshaft doesn't know which view these angles are resulting from, just that they are equal and opposite. In the case of an unbalanced setup causing a tight condition, the rear of the car wants to roll more so than the front. This can make the car very loose and we need to adjust the suspension components so that it will not steer in this manner. If all of these issues are evaluated and corrected, then you can move on. Yokes. A loose or tight car can also be caused by a tight or loose setup. To fix this, reduce the rebound rate in the LR shock and/or stiffen the compression rate on the right-front shock. The rear end should be at right angles to the chassis centerline, and the right side tire contact patches should be inline. LEGEND: Description of Car. Includes chassis setup and alignment, setups for all track conditions, and adjustments for common handling problems.An Expert Guide to Developing More-Durable and Cost-Effective Asphalt 3. With a Detroit Locker, or similar differential, the axles will unlock going in and through the middle and lock up on exit while under power. The right-side tire contact patches will also need to be inline with the right front tire pointed straight ahead. That is fine as a goal, but what we really want is both balanced and neutral. On a three-link rear suspension you should have the front of your right-side control arm higher than the rear mount by 1/3 of the total amount it will travel in the turns. Good handling has often been thought of as a car that is neutral as it runs through the entry, middle, and exit phases of the corner. It may take a few test sessions to help you determine your balance, but if you observe the indicators correctly, then tuning the car for dynamic balance can be done. Torsion Bars. The rearend needs to be aligned at 90 degrees to the centerline of the chassis and/or to a line through the center of the right-side tire contact patches. The front moment center (MC) location plays a huge role in how the front end wants to work. This will allow you to adjust rear suspension heights and still have legal shock length without the need to buy expensive shaft extensions. Axle wrap will make it more difficult for the tire to break traction on acceleration. Back to list. We mostly use the sway bar to tune for traction off the corners. Plan your shock layout by comparing the stiffness of one to the other corners and to the spring stiffness at the corner you are trying to control. A poor handling car is defined as one that is either loose (rear has less traction than the front) or tight (front has less traction than the rear). © 2021 Hot Rod | MOTOR TREND GROUP, LLC. 10702 FMI FRAME & CAGE - FAB IMPALA MOD; 10702 FMC FRAME & CAGE - FAB CHEVELLE MOD; 35397 MID SECTION - ASPHALT MOD Just giving the car more rear traction, period, does not help us if the car becomes too tight in the middle of the turns and we could end up with the reverse of what we need. With the BBSS setups, reduced roll angle is the goal, so using a smaller sway bar is out of the question. Unbalanced setups exhibit easily observed characteristics, such as unusually high degree of wear and temperature on one tire versus the other tires. We do not want to try to solve turn entry problems with the brake bias, we only need to make sure the car stays neutral in handling when the brakes are applied. We should start with the mid-turn handling because problems that affect the car in the middle can also affect the entry and exit. Setting up Brian Weber's Modified for the inaugural Koma Unwind Modified Madness race at Hickory Motor Speedway on March 22nd 2014. I'm not saying this is not important to some degree, but on short tracks I would stress that aero downforce is over-rated in most cases. If we arrange our control arm angles, from a side view, for antidive, then as the car dives the upper BJ would move to the rear and the bottom BJ would move to the front. The overall rate and the layout of different shock rates on the car can greatly affect the weight distribution, and therefore the handling, in the transitional phases on the racetrack. Asphalt Modified Setup Guide - thepopculturecompany.com 2006 Set-Up and Technical Guide Phone: (585) 352-5590 • Fax: (585) 352-5593 130 Buell Road • Rochester, NY 14624 Asphalt Modified Set-Up & Technical Guide w w w.troyerracecars.com Asphalt Modified Setup Guide - atcloud.com The "ULTIMATE" Racing Car Chassis Setup Guide and Tutorial. Run the car at a moderate speed through the middle well below race speed and note how far the steering wheel is turned. Transitional components include the shocks, rear roll steer, brakes, rear steer under power, camber change, rear stagger and the Anti's (dive and squat). A very soft spring would need more compression rate and less rebound rate, whereas a stiff spring would need a lot of rebound rate and much less compression rate. Lightweight Spool. As the rear end rotates on acceleration, the left wheel moves rearward more so than the right wheel, creating a slight amount of rear steer to the left. With setups that use a very stiff right rear spring, the angle of the right trailing arm will need to be less than when using a conventional softer spring because that corner will move less. Asphalt Modified Set-Up & Technical Guide. It is not advantageous to have the rearend steer to the right at any time on asphalt. If the LR shock has too much rebound, then that tire will lose a lot of load and not be able to provide traction. Set rear end alignment 5. It's been three years since we discussed the subject of handling fixes. This would mean we could align the driveshaft from a side view inline with the tranny shaft and the pinion shaft with no angular deflection. So, there is a limit to how much you can get away with and still have a decent corner entry. We will need to go through a checklist to eliminate some familiar problems. No matter which stiffness you decide to go with, the most important aspect of setup is balance, and you achieve that balance with the correct combination of springs, moment centers, sway bars, and load distribution. These bar lengths will have the rearend square and birdcages will be square. With the advent of the BBSS setups, both front wheels experience a great deal of camber change as the chassis dives 3 inches or more in the turns with an accompanying reduction in chassis … Some teams refuse to run sufficient stagger to match the radius and banking of the racetrack. More positive LF camber will increase the pull to the left & allow the car to turn into a corner quicker loosening the chassis. Brake bias influence can be easily determined by entering the corner with medium to heavy braking first and then entering with light braking to see if there is a difference. All the driver knows is that the car is loose. Using antidive on the RF and prodive on the LF helps square the front end to the racetrack and, along with a softer spring setup, provides an enhanced aero effect. The Antis We expect that number to continue to increase. The entry and exit to and from the middle are affected by transitional components in the car. If we have a much stiffer RF spring, we can soften the RF spring, stiffen the LF spring, or run a stiffer LF spring than the RF spring on flatter tracks. Download Free Asphalt Modified Setup Guide By reading this book you will discover all the proven methods on:- 4-Link Introduction - A short overview on the 4-link suspension- Rear Suspension Basics - A closer in depth view of the 4-link suspension - Traction the Good and the Bad - … It must show a consistent gain in performance and a logical ideology to the bulk of race teams. Another way to gain bite that we have described in the past involves the use of a spring-loaded pull-bar that allows a certain amount of rear end rotation. There are ways to do that without changing the handling at other points around the racetrack. Asphalt … On some tracks, with cars using Detroit Locker rear differentials, the accelerating portion radius will be larger than the mid-turn radius. When running balanced setups that work the left-front tire, we must eliminate most of the Ackermann. SETUP, ADJUST, REPEAT! January 29, 2019; Posted by Spencer; 26 Jan . Asphalt "Tour Type" modifieds are a unique market. Currently, many tracks in the country allow the Howe fabricated frame as an alternative. A tight condition is the number one complaint from drivers. That simple test has helped many teams quickly determine the status of their setups so they will quickly know which direction to go when tuning the mid-turn handling. Off-centered adjusters can be very inconsistent. If those desired angles are different, then we term the setup unbalanced. If the car is diving excessively under heavy braking, the RF wheel will lose camber quickly and its tire will loose traction. Drive Plates. In the front-end geometry, there is a condition called Ackermann. I don't really encourage that method. With the advent of the BBSS setups, both front wheels experience a great deal of camber change as the chassis dives 3 inches or more in the turns with an accompanying reduction in chassis roll. Every race car needs a certain amount of tire stagger. Numerous car builders have come to realize the truth in the above statements. lf: 7 7/8” to 8” from ground to center line of lower a-frame bolt . With excess Ackermann designed into our cars, on purpose or not, we can gain a lot of toe-out, which causes our front tires to work against each other. Conclusion Since the braking forces are in the opposite direction, there is a serious resistant force created which helps prevent the front suspension from moving in compression too quickly while braking. Here are what we consider to be the 10 most important areas of chassis setup with No. The bottom line is that at mid-turn, each end will want to roll to its own degree of angle. If one corner of the car is shocked stiff, then as that corner desires to move in compression, more load will be retained by that corner as well as the opposite diagonal corner of the car during the compression cycle only. Make sure your brake bias is tuned correctly. The following is a list of things that can make the car not want to turn or make the car loose. We always start with the front end geometry on any race car. If all else were correct, such as alignment, Ackermann, setup balance, and so on, and the car was still tight or loose, then the crossweight percentage is probably wrong for the weight distribution in the car. So, with the Detroit Locker rear end, stagger should match the radius of the turn where the car is starting to accelerate and the rear end is locked. This malady is more common than most racers know. Here are what we consider to be the 10 most important areas of chassis setup with No. Aero Package The very last thing you need to worry about is your aero package. If it is too far to one side, then changes to the brake master cylinder sizes and/or the pad compounds might need to be made in order to maintain a centered-bias adjuster. With the BBSS setups, the front may want to out-roll the rear, causing excess load to be put on the right-rear tire through the turns. Axle wrap will make it more difficult for the tire to break traction on acceleration. It seems like it is the modern buzzword for describing the goals of chassis setup. The stiff LF spring setup does not work well on tracks banked over 10 degrees. Both of these are necessary components that will be needed to win championships. The car won't turn in as quicker into a corner & will tend to tighten the chassis. The Setup Sync account links to your iRacing account via your member ID, similar to Trading Paints. to set you chassis up to win races.A complete guide to setting up and adjusting the Dirt Late Model race car and 4-link suspension. A particular car at each racetrack will require a certain amount of rear stagger. So testing for the fastest lap does not guarantee success. Yes, I get inquiries about how to apply the BBSS setups to both of these types of cars. Some rear suspension systems can be adjusted for rear steer. If it is turned less, it is loose. I have had a lot of feedback from teams who did the same with the same results. Set correct percentages 11. We must develop ways to create more rear traction on acceleration only. Your information will be collected and used in accordance with our  Privacy Policy. To correct this, we have to fix the tight condition to cure the loose condition. Compliance, or flexing of the chassis, cannot occur if we remove the forces that cause this to happen. Full of fuel, everything done, full of oil, lead bolted down. Bite Off The Corners If the transition is abrupt and the top of the track drops to match the inside edge elevation, then the RF will follow the drop-off and unload the LR wheel. This condition is very hard to detect from a driver's perspective. Do not seek aero downforce at the expense of aero drag increase. By clicking Sign Up, you agree to the  Terms of Use. Smaller gains can come later on after the more important aspects of setup are resolved. Lightweight Spool. There are several things we can do to help balance the car. "In the 50-lap Main, our fastest lap time was clocked on Lap 43. Initial camber settings must be revised when changing from conventional to BBSS setups. Each suspension system desires to do its own thing when lateral forces are introduced from the car going through the turns. Try to understand how aero downforce is created and then configure your car so that you take advantage of every area where you could produce more downforce. Most teams that do this also run the BBSS setups and desire to drop the front end as low as possible and as quickly as possible on turn entry. Steering Geometry Older Cockpit Comfort. Rear Geometry Oval Racing Parts. Building The IMCA Modified, DVD. Negative aspects might include excessive bumpsteer (more than 0.030 bump in or out in for each inch of travel is considered negative by most designers), excessive Ackermann (more than a 1/4 degree added steer in either front wheel in 10 degrees of steering input is considered excessive), and incorrect steering quickness. Ackermann is easily checked by using a laser system or strings. Doing this will probably make the car loose off the turns while under power.