No, I have run down to a 300 on the RF on a dirt late model with NO binding and a 550-600 on the lf. The LF only gets the car into the turn and then is unloaded from the center off. I know of people that have run down to a 200 on the RF, that was to get it into a coil bind setup and they do work BUT you have to get the cars weight onto the tire. If you just put a link in to make it solid when it went into the corner it would just go straight to the wall.Quote:
Originally Posted by bushracing67
Quote:
Originally Posted by Egoracing
A lighter right front spring will put less weight on that tire. A lighter spring does not cause more weight to be there. Ok here is where you disagree. A lighter spring does NOT cause more g-force in a turn, so it can't put more weight on it.. You said this yourself, ( Adding a stiffer RF will also keep more load on the LR which can easily cause a push while on the throttle.) So putting a lighter spring in the RF, you make the left front work more. More roll does not mean more weight. You only have so much weight transfer in a car, when changing springs you change where it goes.The distribution of weight changes.
If you have 800 lbs on an 800lb RF spring it will be compressed 1 inch, If you put a 200 it will compress 4 inches and both will still be holding 800 lbs. The spring does not change the amount of weight on that corner of the car. it WILL change the amount it is holding during cornering due to G force and body roll. IF you have a 800lb RF and due to cornering forces you transfer 800 lbs to the right you will only compress it 1 inch and it will hold the chassis down. If you are running a 200 and transfer 800 it will compress 4 inches + it will allow the chassis to roll onto the spring lowering the spring top as the chassis sees it AND raising the weight center of the car as the spring sees it and the chassis WILL put more than the original 800 lbs of weight onto the spring due to the weight and spring top locations. The chassis sees the spring locations by the tops of the springs in relation to the weight centerline of th car. If the top is above that centerline the weight will not roll onto it, if it is below it will and the farther below the more weight will goto it. Don't believe me try this. Put 50 lbs on each end of a bar and put one end on a scale. It will weight 50+ it's part of the bar. Now lift the other end, the higher you lift the more weight the scale will gain until it is holding the full 100 lbs + the bar.Quote:
Originally Posted by Dirtrunner35
So a lighter spring puts more weight and a stiffer spring puts less weight ? In a left turn .
This spring is not putting ANY weight it is what the spring is allowing. As the spring compresses the top of it gets lower and the chassis weight gets higher this allows the chassis to place more weight onto that corner. The chassis loads the spring during cornering by the location of the springs contact point to the chassis, if this is the top of the spring as in a spring on a spring bucket or the top shock mount on a coil over that is where the weight of the car sees it. If you ran a 200 lb spring that was 20 inches tall and mounted above the roof to the RF it would not compress as much due to the contact points location compared to the weights center. By the stiffer spring logic then we should all be running 2000 lb springs on the RF and turning at will, it wont happen.Quote:
Originally Posted by Dirtrunner35
Try this , put 4 springs, same height different lb on your scales, put a board on all the springs. Put a 100lb weight in the center of the board. What scale shows the most weight? Answer before you do it, thanks.
We are talking weight transfer during cornering NOT static weight. If you have a car that scales at X on the right front and have a 500 lb spring on it if you swap the spring to a 200lb you still have to get the numbers back and when you do the weights of the corner WILL NOT change BUT the cars handling will.Quote:
Originally Posted by Dirtrunner35
When a dirt late goes around the corner how much weight do you think is on the LF when it is hanging in the air? That is the stiffest spring on the car in most setups now. That weight went somewhere.
http://www.integrashocksandsprings.c...ckTuningGd.pdf
Look at "To make a car steer more positively on corner entry and on the gas".
Did you try the test yet? Static or dynamic you still have cross. A lighter RF spring will have less dynamic cross putting more weight on the lf and rr. The same as static, you lower the cross and the lf/rr gains weight. I guess we can agree to disagree on what a lighter Rf spring does but when I use a lighter RF spring my tire temps go up on the left front and down on the right front.
When a dirt late goes around the corner how much weight do you think is on the LF when it is hanging in the air? When a dirt late is on entry both front tires are being used until apex or just before.
ADDITIONAL CHASSIS ADJUSTMENTS -
4 LINK DIRT SUSPENSION
TIGHTEN CAR ON CORNER ENTRY
• Stiffen left front spring
Did you think that the temps go down because it is sliding less??? You still missed that I sad after replacing the spring get the original numbers back, if you do that you have the same amount of weight on the spring no matter the rate.
Didn't miss what you said, I know how to put a lighter spring in a car and get the ride heights back. When you put a lighter spring in a car, That end does go down more but you have the Lf and RR to think about . Those ends of the car take weight ALSO.
VEHICLE DYNAMICS
ADDITIONAL CHASSIS ADJUSTMENTS -
4 LINK DIRT SUSPENSION
TIGHTEN CAR ON CORNER ENTRY
• Stiffen left front spring