Each side was measured to the inner edge of the trunk lip. Watch seasoned racers, and they'll always use shoe polish on the wheelie bar wheels. Moving the front of the ladder bar up will raise the instant center and will be prone to wheelstands. Equalize the ride height with the springs or make them the same. The factory leaf-spring mounts sit to the outside of the frame, so they can't be utilized at all. So, the answer comes down to: Is the improvement measurable? Each end was threaded in 3\4 of the way, to leave room for adjustment. The weight transfer, however, varies with the acceleration. There are no bolt-on kits for the Mopar A-body. You could also add weight/move weight up to the nose making it harder to lift the front of the car (which can also sometimes have the side benefit of increasing wheel-speed out back). Dave De rear of the car moves sideways when it leaves....... They don't always roll straight when staggered because the bars lean slightly to one side. I can not adjust the chocks. A good problem to have in one sence, but alot of suspention tuning needed to hook up like we used too.
There are multiple configurations, including body mount, axle mount, dual wheel, single wheel, and so on. Forum Jump|| Forum Permissions. As long as he doesn't own ancient ladder bar technology which most do. 1 and with the wheelie bars you can also add the juice although I know you don't like either one, but even with a little plate and no sky wheelie I would bet your after the pass grin will be impossible to hide. The more the shoe polish is worn away during the lap, the higher the load is on that wheel. Working with Penske Racing Shocks means you're working with industry leaders. Does it seem like I'm going the right way on the adjustments?
You need to test and retest to make the most out of your adjustable shocks. The 4-link offers the maximum amount of adjustability, which allows for chassis tuning at the track. And then you can independently readjust the pinion U-joint operating angle back to where it needs to be regardless of where the ladder bar I/C was set. The entire crossmember was removed and the brackets were fully welded. First few trips out we got no traction at launch and when the Turbo kicked in lost what traction we had down track. 70NOVA wrote:The Bars Should Be As Close To Level As Poss.
The important matter is the location of the front pivot, which is the "instant center" of the ladder bar car. You cannot vote in polls in this forum. The trick is to balance this so there is very little or no separation or compression of suspension, plenty of traction to keep it hooked, and no monster wheel stand. I guess trying and testing is the only validation. No videos or photos. In his last post, I didn't see where he corrected the pinion angle after changing his ladder bar angle. Buuuuut is some cases the opposite is true and adding air pressure increases wheel-speed (it just depends on the combo). Quote: If you disagree, please explain your logic. Suspension Tuning, Troubleshooting, Design and Discussion. We squared the bars 90-degrees to the vertical center of the rear diff mounting point and measured the actual length of the bars. Tires are Hoosier bias ply, no tubes and 12.
C) or the rear coil overs don't have the same spring rate side-to-side (or possibly a dead spring). When performing the initial setup, something to keep in mind is the way the driver's weight affects wheelie bar height. If there's more, it places excessive loads on the wheelie bars. 70 Dodge Dart, Mopar SS Springs, adjustable pinion snubber. Just remember that what might look like a car's rear suspension "squatting" during the launch (when viewed at real speed) is actually just the rear wheel/tire centerline getting closer to the ground during the sidewall wadded-up at the hit. X-Link w/wishbone option. When you leverage the S3 program, you give yourself an immediate advantage over your competition. In the process, I discovered that the brackets on the pass side started to rip off the rear end at some point, and someone rewelded it (poorly) and re-adjusted the ladder bars to make up for the difference in angle. You can prove that this happens by having someone film you and zoom in on your hand.
He also notes that wheelie bar wheels with slight scores on the tread are softer and typically require a little more stagger to steer the car. As a professional racer, I only use the best products available, and that's why I choose Penske shocks. I prefer low amounts of wedge in an asphalt late model and most of the races that landed my teams in victory lane had 49% to 53% of diagonal. Unless parts are falling off your car as you go down the strip, the location of the center of gravity remains fixed. Curt wrote:You should never try to change the IC with a ladder bar car.
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