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Author Topic:   Setup on Sleepy's I - stock.
SLEEPY GOMEZ
Member
posted March 25, 2002 06:23 PM
Hughes, thanks for asking about it. Snowman asked me for it not long ago. I answered in a conversation and had a hard time finding it again myself. Right wrong or indifferent here it is again:

The car is an 84 olds, metric chassis. All tires are IMCA McCreary G-60 15. I run high gear with a Powerglide, 6.50:1 final drive ratio.

FRONT WEIGHT; 1472, 46.4%
REAR WEIGHT; 1704, 53.6%
LEFT WEIGHT;1724, 54.3%
REAR WEIGHT; 1704, 53.6%
TOE SETTING: 3/8" OUT
TOTAL WEIGHT ON TRACK,DRIVER 3 GAL FUEL WITH 210 LB BALLAST; 3176 LBS

RIGHT FRONT; WEIGHT 616, 19.4%
CASTER 9 DEGREES
CAMBER 2.5 DEGREES NEG.(LEANS IN AT THE TOP)
SPRING; 1150, SHOCK #5 VALVE QA1
AIR 18 LBS. ALL AIR PRESS.VARIES AT TRACK.

RIGHT REAR; WEIGHT 836, 26.3%
SPRING 200, SHOCK #5 VALVE QA1
AIR 15 LBS.

LEFT REAR; WEIGHT 868, 27.3%
SPRING; 225, SHOCK #5 VALVE QA1
AIR 14 LBS.

LEFT FRONT; WEIGHT, 856 27%
CASTER 5 DEGREES.
CAMBER 1 DEGREE POS.
SPRING 950, SHOCK #5 VALVE QA1
TOE SETTING; 3/8" OUT

The setup shown is what we run on a 1/4 mile bull ring. good clay, wide low to med bank, often dry by feature time. I have sometimes made too many adjustments at the track and messed up the handeling. Then i have to go back to the scales to straighten it out. I have promised myself to make only one small adjustment at a time.

I think the rear springs could be about 25 lbs each lighter.

I know there are many ways to set up a car and this is only one of them. It works for me. Hope this helps, SLEEPY

hughes
Member
posted March 26, 2002 06:00 AM
Thanks sleepy


istock59
Member
posted March 26, 2002 12:52 PM
Thanks Sleepy.

A little too tail heavy for me. I run about 51% rear weight in my IMCA Stock, when the track is decent. And throw about 40 lbs more on the tail when it's dry.

I also like to see about 100 lbs of weight difference between the rear tires.

But, that's just me...

How did you get that much caster? Whenever I've tried to get more then about 3.5 to 4.0, I lose too much camber. And since IMCA won't let us move the mount. I have fudged around and moved the upper balljoint back some, but it didn't seem to gain me that much...

[This message has been edited by istock59 (edited March 26, 2002).]

SLEEPY GOMEZ
Member
posted March 26, 2002 08:24 PM
Hello I-Stock 59, Yeah, everything is a compromise. The best setup is what works for you. About the caster camber? You didn't say how much camber you used. On the right I started by putting all the caster in that I could. This meant longer bolts. Then I removed only enough to get the camber I felt I had to have. This turned out to be 2.5 degrees.

The car sticks to the bottom of the track well. With the 8" torque converter I can slam the throttle open letting the TQ even out the power shock to the tires.

Hope this helps, SLEEPY

istock59
Member
posted March 27, 2002 08:04 AM
I run about 3.0 camber on the RF. With that, and the position of the header tubes, I can't get nearly as much caster as you can.

I remember reading about you putting the converter in. Always wondered how it worked for you. I run a glide with the hand-valve/coupler setup.

From a couple of pics on the CT website, it looks like you're running the tall upper BJ? What about the bottom?

racer17j
Member
posted March 27, 2002 01:26 PM
hey sleepy are you ever gonna come up to the super nats in boone with your stocker


SLEEPY GOMEZ
Member
posted March 27, 2002 11:28 PM
To Istock 59, No, the ball joints are stock units. The long ball joints are not legal anyway, if that makes a difference. About caster/ camber, I move the engine to the left until the header touches the frame then back off a 1/8". I use longer than stock bolts for the right front a-frame mount. Hope this helps.

To racer 17J, I would love to come to Boone this year. Finances kept me at home last year. We didn't even get to race as much local as we wanted. Future looks a bit better. Know of any free lodging if we get there? SLEEPY

racer17j
Member
posted March 28, 2002 01:12 AM
i have a tent and a back yard lol


SLEEPY GOMEZ
Member
posted March 28, 2002 11:17 PM
Hey, I appreciate the invitation. I just hope you don't get to hot out in that tent while I am getting a good night's rest in the house. SLEEPY


racer17j
Member
posted March 29, 2002 03:55 AM
thats ok then you could listen to the old lady pi$$ and moan about the race car and listen to the baby cry and maybe i could get a full nites sleep for once i just might have to get that sucker set up and start using it thanks for the good idea

[This message has been edited by racer17j (edited March 29, 2002).]

tac2thunder
Member
posted April 01, 2002 01:44 PM
I am new to the I-Stock Class and certainly appreciate the setups you provided Sleepy. I plan on using it as my base set-up and then making minor changes for my style. One question that I do have, I run Pro Shocks, you stated that you run #5 valve QA1 shocks, I am not familiar with this, I would guess that it has something to do with the rebound and compression of the shock, but, in my conversions I see nothing that would lead me to the correct Pro-Shock to use based on what you provided. Also, do you run the same shocks on all 4 corners?
Trace Crawford
quote:
Originally posted by SLEEPY GOMEZ:
Hughes, thanks for asking about it. Snowman asked me for it not long ago. I answered in a conversation and had a hard time finding it again myself. Right wrong or indifferent here it is again:

The car is an 84 olds, metric chassis. All tires are IMCA McCreary G-60 15. I run high gear with a Powerglide, 6.50:1 final drive ratio.

FRONT WEIGHT; 1472, 46.4%
REAR WEIGHT; 1704, 53.6%
LEFT WEIGHT;1724, 54.3%
REAR WEIGHT; 1704, 53.6%
TOE SETTING: 3/8" OUT
TOTAL WEIGHT ON TRACK,DRIVER 3 GAL FUEL WITH 210 LB BALLAST; 3176 LBS

RIGHT FRONT; WEIGHT 616, 19.4%
CASTER 9 DEGREES
CAMBER 2.5 DEGREES NEG.(LEANS IN AT THE TOP)
SPRING; 1150, SHOCK #5 VALVE QA1
AIR 18 LBS. ALL AIR PRESS.VARIES AT TRACK.

RIGHT REAR; WEIGHT 836, 26.3%
SPRING 200, SHOCK #5 VALVE QA1
AIR 15 LBS.

LEFT REAR; WEIGHT 868, 27.3%
SPRING; 225, SHOCK #5 VALVE QA1
AIR 14 LBS.

LEFT FRONT; WEIGHT, 856 27%
CASTER 5 DEGREES.
CAMBER 1 DEGREE POS.
SPRING 950, SHOCK #5 VALVE QA1
TOE SETTING; 3/8" OUT

The setup shown is what we run on a 1/4 mile bull ring. good clay, wide low to med bank, often dry by feature time. I have sometimes made too many adjustments at the track and messed up the handeling. Then i have to go back to the scales to straighten it out. I have promised myself to make only one small adjustment at a time.

I think the rear springs could be about 25 lbs each lighter.

I know there are many ways to set up a car and this is only one of them. It works for me. Hope this helps, SLEEPY




SLEEPY GOMEZ
Member
posted April 01, 2002 03:54 PM
Hi Trace, thanks for the inquiry. The number system for a valve in reference to shocks is a number used by most shock manufacturers. The number is usually found in the part number of the shock For instance, a Pro WB75 is equal to a Carrera 3175, is equal to an Afco 1075 is equal to QA1 #5. Notice the 5 shows up in all of these.

However these numbers are not an exact standard. Each manufacturer labels their shocks according to the numbers from their own shock dyno. For instance the Monroe 12172 is listed as equal to a #5 in other brands.

Get a catalog from JR Motorsports, Speedway, Afco or others who sell shocks. The numbers we have been talking about are usually found there. The catalogs usually make the comparison for you.

In answer to your question, I do use the same #5 valve shock on all four corners. Remember I have the front shocks mounted on top of the top ball joint. They are closer to the wheel and are more effective. Conventional mounting such as stock location would require maybe a #7 or #8 on the front.

This has been a simple answer about a subject which could lead to a book.

I have an article coming in Stock Car Racing on how to build a shock dyno for about a hundred bucks. It might help you out. Hope all this helps, SLEEPY

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