Rebound on left front shock

[7uptruckracer]

It's a package deal any change especially on these is a compromise. You can't dump a ton of rebound into a car and that's it. Just like you can't take shocks off a shelf and just throw them on a car anymore.

[Matt49]

Old article but still one of the best pieces of literature on dirt car weight transfer. Written by some guy named Bloomquist...

http://www.circletrack.com/techarticles/weight_management_parts_placement_tech/

[grt74]

It's a package deal any change especially on these is a compromise. You can't dump a ton of rebound into a car and that's it. Just like you can't take shocks off a shelf and just throw them on a car anymore.

yes you can win with off the shelf shocks if you know the valvings you need,bilstiens are one of the best shocks out there,with off the shelf steel body shocks and 1 of my old cars a 17-18 yr old won the track championship,yes it can be done,and no you don't need 3-5 thousand dollars worth of shocks,the most overated parts on a late model today PERIOD
learn how they work and what you need
most of the time people concentrate to much on there shocks when they should be working on there set up,shocks are a fine tuning tool,if your that far off its not the shocks
and I think there 130 bucks a piece

[mab475]

7up you stick with your theories and I'll stick with mine. I've won a lot of races with it. Btw you can effect exit with the LF.

[7uptruckracer]

Agree to disagree I guess but to answer his question yes some do tie it down, some add more droop, some chain (not seen much) some run super soft on the LF spring as well. Just depends on the car and geometry and goals.

[fastford]

I don't care how you look at it or how it gets there, if you decrease left front rebound and reduce the load of un sprung weight on left front ( let the left front tire drop) on acceleration weight is gone transfer to right rear. im not saying the left rear is not gone get some to, but the majority is going diagonally, left front to right rear

[Matt49]

I don't care how you look at it or how it gets there, if you decrease left front rebound and reduce the load of un sprung weight on left front ( let the left front tire drop) on acceleration weight is gone transfer to right rear. im not saying the left rear is not gone get some to, but the majority is going diagonally, left front to right rear

In general, I agree. This same concept is why a heavier RR spring and more RR top rod angle helps keep the LF down.

[lindsey97]

Well i have enjoyed reading this discussion, it has helped me think a little deeper on how the weight moves around while driving through the corner. I seem to always be a little too tight going in through the middle, causing me to have to break the car loose to get to turn. I have made some progress toward the end of the 2013 on helping with the issue. I think its something i want to explore to fine tune with and also had thoughts of the soft LF spring too. I had my shocks revalved about 3 races to go last fall and that was one thing i had wrong was the LF, they almost reversed what i had, that along with the other corners made a big difference in the car. So that got me to thinking how that affected the car, I think i can agree with most everones opinion, I believe its just a matter of how everyone explains it that makes it look different. I have moved some weight to increase my left side also over the winter. I'm eager to get this cold weather behind and get to some practice sessions to look at these options. I think this is one of the most imfomative post i have ever read, and please continue I'm sure i am not the only one learning from this.

[7uptruckracer]

Yeah the more momentum and less time you spend coasting the car the better you will come off and the less dialed in drive you will require. I saw a chassis builder a pretty reputable one in my area VA, NC, PA, TN, Running a 400 LF I'm not sure I'll b trying it in 2014 hes also on a Tie Down RF It seems to be working quite well on our heavier tracks we get, but it was surprising to see that on there.

[hpmaster]

Just because force, weight, ends up on the RR does not mean it moved diagonaly from the LF. As you enter a corner braking or scrub as you slow down AND turn reduces speed. Weight from the LR corner, the heaviest corner on most race cars first travels forward to the LF wheel. As the car rotates left into the turn the weight then moves out to the RF wheel. As you pick up the throttle the weight on the RF starts back to the RR, usualy while still turning left as you straighten out the car the weight that has rotated to the RR now moves back to the LR, giving you the weight transfer for drive off, then as you enter the next corner it all starts over again. Springs stop or take a certain amount of that rotating weight and apply it to the tire patch as this weight rotates around the car. Once the car has the right rate of springs to apply weight during this dynamic transfer the shocks act as timing devices to apply, compression, and release, rebound, this weight. There I am done do what you think is right.

[lindsey97]

7up,

That is one thing i want to do, a 400 lb spring. I run non-adjustable shocks but i have 2 for the right front with different rebounds and different than my LF. I have about 6 different combinations with springs and rebound I want to try.

Thanks again,

[lindsey97]

hpmaster,

I guess I was posting at the same time as you but that is how i see the weight transfering around the car. I run a paperclip track mostly and seems from the info everyone has shared I can gain some from playing with the ideas.

Thanks,

[7uptruckracer]

Lemme know how the 400 works on your LF and what chassis its on sounds interesting, I'm not sure I'll try it yet, one of the cars is on a 450 but its on a semu-banked track so it might be acting much like the 400 would.

[fastford]

[QUOTE=hpmaster;1760983]Just because force, weight, ends up on the RR does not mean it moved diagonaly from the LF.

I don't understand your thinking here, whether its forced or not, if the tire contact patch of the right rear is loaded more from a light rebound left front shock and the tire drooping, then that seems to me to be diagonal transfer to some point to the right rear

[hpmaster]

so when you are on a teeter totter weight isn't applied to the fulcrum base before it is transfered to the other end?