soft RF why and what.

[jedclampit]

Rf springs are changed more than you may notice, usually as an assembly (shock & spring/s). And usually when track conditions swing from the extremes of grip.

[Egoracing]

Rf springs are changed more than you may notice, usually as an assembly (shock & spring/s). And usually when track conditions swing from the extremes of grip.

I had already pointed out if they were WAY off of the setup but I just have not see the drivers that are close in a tacky track start changing as the track dries unless they were off to start with.

[grt74]

most teams that ive been around dont change there springs unless there out in left field like ego said,now if they change there springs its usually all 4 because its changes bite and there set up,most national teams i know have 3 complete spring and shock setups ready and already scaled, and they can change them pretty quick so if your not looking you wont see it being done,and just to be clear why, they will all have different dynamic wedge setups

[4bangerhotrod]

stockcar again im talkin about dirt here not nascar, do you know the top drivers from woo an lucas

[4bangerhotrod]

im not telling you what driver i work for, well actually i dont even work for them i just do it cause i enjoy it and do it for free just get my way paid into the tracks. and stockcar i do have 27 actually 31 certs now because thats where i make my living, if crew cheif paid more i would much rather do it yr around but it dont so i race in the summer and work in the winter welding in nukes and refinerys. and if your not smart enough to figure out that the 8000rpm in the garage was pretty sarcastic its ok. i know you are the greatest stock car racer in the midwest and you build the best cars. im not doubting that its true so why do you doubt me. and yes my driver has won a championship in one of them series. and since you dont run a dirt LM there no way for you to know the technology used in them today, in the last 2yrs its amazing the difference in technology.

[4bangerhotrod]

yes stockcar i am a union pipefitter i have 31 out of the 70 some welding certs the ua offers if you've worked the fitters you will know how that works. i am done with this thread im not arguing with you, i have no reason to prove anything to you i know what i do and how hard i work at it proofs on the track an in the office at the shop.

[charcoal01]

Wheres the proof? You wont say what team your supposedly standing around with, lol.

Yes I know how welding certs work, they dont stay current forever, you cant just show up and take a cert, you have to need it for a job.... to give someone a reason to pay you to take it as well as apply the testing standards.

I would leave the thread also, you are just making a fool of yourself...

First you ran for national championships, then you dont drive, lol...

Don't really have A dog in this fight but why is it that nearly every thread I see you in you end up picking a fight with someone or are bring obnoxious? Are you an (not a nice word)(not a nice word)(not a nice word)(not a nice word)(not a nice word)(not a nice word)(not a nice word) in real life or just play one on the internet? How about you just put your knowledge where you're mouth is and provide input rather than be a pain in every ones ass? Happy Thanksgiving to all.

[4bangerhotrod]

evidently you dont know how the welding certs work,its completely different than boilermakers and sheetmetal workers. i can go to my union hall anytime i want and take a welding test and the hall pays for it, you dont need it for a job before you can take it. every six months if im working i send in welding continuity papers that the company signs an keep my certs updated, if im laid off i go to the hall and run a bead and they fill the paperwork out and update them there. when did i ever say i drove, sometimes if there's not a full field at a non sanctioned race i will drive our backup car to get the start money or when were testing i will make a few laps for fun. i started this thread to try to spark ideas but not many people understand how a dlm actually work especially you. i admit i didnt fully understand what the rf was doing either till a few yrs ago when we started working real close with the chassis builder. anytime someone doesnt agree with what you do they are automaticly an idiot, dont know what there doing and a liar. im not like you and get on here and brag about my accomplishments to everyone. yes i do help a major series DLM team i help them on setups and tires, im always looking for a way to go faster so i come up with ideas to try when testing thats all you need to know.

[let-r-eat]

I'll be setting here waiting on that soft spring to place more weight on its contact patch than the stiffer one.....I was really wanting to see what teams are doing with widening the CG and the front roll center. Why only mess with a spring and shock?Isn't it better to raise the CG and keep the same spring?

[jrkracing54]

Who is your driver than? What national title?

I live in a great place for racing, I personally know the National title holder in IMCA Lates in Nascar I believe I know 3 of the top 5 tiers National Champions, I would have to check it may be 4.

Ive never seen ANYONE load their car back up at a dlm event to change anything. But then again Ive only really been to one big dlm event. Its the 25k to win Silver Dollar Nationals held here. Maybe they all got lucky at that event set up wise. bahahaha

Girls! Girls! You're both pretty.

[let-r-eat]

if a stiffer spring helped the car turn, everyone would be wanting 1000lb springs, not 250's! I have never seen a car turn better by taking weight off the front tires! Like everything else on a racecar, there's a time and place for certain options, the best setup guys are the ones who understand it and apply it at the right time. There is no magical or secret setup out there, it's whatever it takes to get the driver and the car around the track faster than everyone else.

Are you familiar with what makes a sprint car turn? We are talking about balance. Why would you want that stiffer spring to have all the weight on it on the front of the racecar? Doesn't that take away from the weight on the rear?

[let-r-eat]

he said sprint car... not sprint cup, lol.. wtf, no wonder it seems like beating your head on the wall trying to explain common sense on here to a lot of you.

Yep. Why I don't like to post very often.

[DaveBauerSS6]

im not looking for a answer im just asking to to see what everyones ideas are. what does the soft spring in the RF actually do, why do you think it makes the car turn better and whats it doing to make the car turn better, why do you need to go softer as the track gets slicker and slower. and people work and spend alot of money to make the front end light so it can transfer weight but then you tie the RF down with a high rebound shock to keep it down on the RF. again im not looking for a answer for myself i would just like to see a good discussion on this area. i know the reasons this works and the way this works are alot different than what alot of people believe.
thanks
4bangerhotrod

I believe the soft rf may get grip away from the lr, in a sense unhooking it making the car turn better..

Just to qualify myself; I've crewed on a dlm. Part time.

Jeff's answer is the closest to mine.

Like mentioned by the other posts one setting always affects another.
I feel the low spring/ coil bind/ bump stop setups have a major influence in helping the LR stay on the bars. More influence than the ability to turn in the corner. The rear of a DLM can overpower and cause a ill handling turn from a frontend that's setup perfectly.
Keeping on the bars is everything when setting the car right after entry and picking up the throttle. Most drivers will never get that brake/ gas right to keep it bared up. The more the front is tied down, the less sensitive the car is to the driver. LR shocks are the same way. Bar angle.

Not been track proven, but I did stay in a Holiday Inn,,, just my thoughts.

[7uptruckracer]

Id agree with ego. All things equal stiff spring gets the weight. Springs are enegry absorbers. When your travel one 5 inches compared to 2" there are so many other factors just on that corner not to mention how it effects all the other corners of the car. Most run the softer RF for many reasons mostly attitude related and change bite to get back to what they want. They can control the dynamic timing of the weight transfer to alter their handling. Its all a package and driver preference deal. Most are on the softer stuff these days because of the track conditions and HP. and tune elsewhere for the heavier tracks and leave the springs alone because why change a ton when you know its not going to be race conditions....

[fastford]

i have been on a soft rt frt spring for a while now and this is my thoughts, it helps you get in the turn a great deal, provided you have your camber gain set properly, and there is no magic formula for this , its a lot of trial and error, now once your in the center of the turn you must be on a bump stop or stacked spring to stop dive and gain left rear bite, when i first got to this point i had a terrible throttle push, now being a person that likes to keep my rear square, i made the car turn by adjusting bars and shocks, but you all know there is a ton of adjustments on these cars so even if i went into great detail as to what all i did which would take 2 days, it might not work for you. ive watched a lot of racers try just throwing a soft rt frt spring on and say its no good and take it of, however most wound up back in the rear where they were to begin with. i will say this all the hair pulling was worth it for us because were as fast as we have ever been.