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Author Topic:   Dryslick Help
posted August 23, 2000 12:06 AM
When the track gets really black and slick, I have heard of two trains of thought. One is, what we have done, move the LR out and the RR in a bit and take as much out, or even go to negative stagger to keep the back end tight. Now, what I have seen, some of the other fast guys are running 3-5" of stagger and keeping the rear end of the car real narrow (both rear wheels sucked in). They don't seem loose, and actually go through the corner real fast. What is the better idea, narrow, or over to the left?

I have noticed that the z-link/pullbar cars have mostly been doing this.

posted August 23, 2000 08:08 AM
Scott, it is all in weight manipulation....if you run different offsets, your manipulating weight, if you run more stagger, your doing the same thing...Its preference more than anything.

posted August 24, 2000 07:50 AM
Hi, I have similar questions...

We found that by changing the RF spring, we took about 24 pounds out of the left rear. And, by changing the LR offset from a 3" to a 2", that was another 20 or so pounds.

I know this is really basic, but I'm having trouble understanding why removing lots of weight from the LR for a dry slick condition would be good. What is it doing?

Besides evening the weight out between the two rear tires, what else is this doing? Are all these changes simply about moving the weight around?

How does one know when moving the weight is better than changing the angles of your rear suspension? I can't seem to just "get" this.

Thanks for the help.

posted September 19, 2000 10:46 PM
hey man , the track we race at usualyy gets black slick, and we have a locked swing arm car, what we usually do is lower the right arm down, top off the tank, and put on a one inch spacer

posted September 20, 2000 09:08 AM
Again, here I go with the "dry Slick" thing. I run at an extremely dry slick track and my theory, (probably worn out at this point if you have read my other postings). I suck my left rear in and push my right rear out (5 and 2 off respectively) This obviously puts more bite in the left rear, about 80-100 LBS. with 50% cross. Isn't that what we are trying to do?...Put more left bite in the car to tighten it? My car is never tight. It hooks up on the bottom of the track and so far, successful. 99 rookie of the year, 2000 track champion. I am really curious as to why my theory is so different from the norm. I have never tryed the other way...Who knows, maybe I am battling myself and a change would be better? I am a 33 year old, second year driver who is looking for a logical argument on my theory. Please. I have read many posting since I logged on a couple days ago and I am impressed with the knowledge on this board. Great Job!!!

posted September 20, 2000 09:47 PM
You suck the left rear in and the right rear out on dry slick? You have that backwards my friend. You need the left out and the right in on dry slick. This tightens the car.

workin' it
posted September 21, 2000 05:02 AM
I will have to say that I agree with Wauge28 on this topic. I race about 30 miles away from him and our track also goes extremely dry-slick. When it does go dry we move the left rear tire in as far as it can go(5 off) and take almost all of the stagger out. The reason we do that is because on the scales it brings the cross up, on my car, a ton, and it seem's to work winning the championship in my rookie year. Also I don't understand why you would want to move the left rear out when it goes dry, this seems like it would take all of the cross out, and the car would roll over on the right rear making it really loose, so if any one can explain to me the thought process on that adjustment I would appreciate it because maybe I'm missing something, and I am always trying to go faster.

Congrats on your championship Wauge28.


posted October 07, 2000 10:25 AM
I agree with the idea that different cars need different setups to be fast, i.e. more or less cross, wheel offsets, etc. However, moving the LR in and RR out, should not cause the static diagonal to go up. Are you guys just changing wheel offsets, or is the stagger changing as well (tire pressures)? If you move the LR in and put a bigger tire on, and move the RR out and put a smaller tire on it (reverse stagger), you can get the cross to increase.

I didn't read all the messages completly, one racer said he does take all the stagger out, so that would cause your static diagonal to go up.

[This message has been edited by Iowamod20 (edited October 07, 2000).]

posted October 07, 2000 11:15 AM
Any time you move a tire away from the car, the weight on that tire will go away, opposite for the is a leverage factor. You move the tire toward the car(spring), it will gain weight. Its another fine tuning tool that you can use to help your setups....Put it on the scales and play with it.

posted October 07, 2000 11:22 AM
Originally posted by Limited5:
You suck the left rear in and the right rear out on dry slick? You have that backwards my friend. You need the left out and the right in on dry slick. This tightens the car.

Only on entry...not on exit. Which is more important? If you add cross to the car, you will decrease the rr weight and actually loosen the car up going in, but what part on the car will transfer weight back to the RR in the corners to correct this? Panhard/J-bar.

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