Post by johnnybgood1994 on Jun 12, 2008 2:43:05 GMT -5
DAYTONA/ TALLADEGA
front splitter 4.00
grill tape 100% for qualify 70 to 75% for race
rear wing 0
front left front right
tire psi 35.0 tire psi 45.0
bump 9 bump 9
rebound 1 rebound 4
spring 2000lbs spring 2200lbs
camber 8.0 camber -7.0
caster 3.0 caster 3.0
ride height 5.750 ride height 5.817
rear left rear right
tire psi 35.0 tire psi 43.0
camber 1.8 camber -1.8
track bar 9.750 track bar 10.750
ride height 5.933 ride height 6.000
f.sway bar 1 11/16 f.toe 1/8
r.sway bar 0 r.toe 3/32
diff. ratio 2.91:1 wedge 51.0
1st 2.40/6.98 front bias 52.0
2nd 1.71/4.96 left bias 54.2
3rd 1.26/3.67 brake bias 68.5:31.5
4th 1.00/2.91 brake press. 90%
steering trim 2.6
steering lock 5.0
TIPS
rear tire sliding go down on the rear sway bar
front tires sliding go up on the sway bar
up on wedge makes u tighter
down on left track bar and up on right makes u tighter
A cambered tire will pull a car in the same direction in which the top of the tire is leaning.
• More negative RF camber allows the car to turn into a corner quicker & will loosen up the chassis.
• Less negative RF camber takes away some of the pull to the left. The car won't turn in as quick into a corner & will tend to tighten the chassis.
• Too much or not enough RF negative camber can cause an understeer or tight condition as well as reduced braking capability.
• More negative LF camber will reduce the pull to the left while tightening the chassis from the middle out.
• More positive LF camber will increase the pull to the left & allow the car to turn Positive caster is used to provide directional stability and prevent wandering. Directional stability keeps the racecar traveling straight ahead with minimal steering corrections needed from the driver. Positive caster will resist steering efforts and align the wheel straight. Negative caster will have the opposite effect. into a corner quicker loosening the chassis.
• More positive camber in the RR will loosen the car from the middle out.
• More negative camber in the LR will loosen the chassis entering a corner.
• The stiffer shock or shocks produce the least amount of grip.
• The stiffer the FRONT shocks, (higher the number) the tighter the car will be under acceleration.
• The softer the FRONT shocks, (lower the number) the looser the car will be under acceleration.
• The stiffer the REAR shocks, (higher the number) the looser the car will be under braking.
• The softer the REAR shocks, (lower the number) the tighter the car will be under braking.
• Stiffer rebound on the left shocks will help the car turn in by slowing weight transfer to the right.
• Increasing rebound on the RF will loosen the chassis exiting the corner.
• Lowering rebound on the RF will tighten the chassis exiting the corner.
• Increasing rebound on the LF will loosen the chassis exiting the corner on tracks where corner speeds are high. The chassis will react just the opposite in low speed corners.
• Lowering rebound on the LF will tighten the chassis exiting the corner on tracks where corner speeds are high. The chassis will react just the opposite in low speed corners.
• Increasing rebound on the RR will tighten the chassis on corner entry.
• Lowering rebound on the RR will loosen the chassis on corner entry.
• Increasing rebound on the LR will loosen the chassis on corner entry.
• Lowering rebound on the LR will tighten the chassis on corner entry.
On short tracks you will want to choose a higher differential ratio because quicker acceleration will be a must at tracks where speeds are not as high. At superspeedways you'll want a smaller ratio for top speed since quick acceleration is not necessary on a track where you're at full throttle most of the time. The most important factor when considering what ratio to use is that you don't choose a ratio that is too high. Too high a differential ratio will result in running higher rpms
• The higher the ratio/number (6.556) the higher the rpms. Provides quicker acceleration, but slower top speeds.
• The lower the ratio/number (2.857) the lower the rpms. Provides slower acceleration, but higher top speeds.
BRISTOL
Front Splitter 4.00
Grill Tape 0%
Rear Wing 16
Front Left F. Sway 1 1/2 Front Right
Bump 1 Bump 3
Rebound 3 Rebound 4
Spring 950 LBS Sping 1050 LBS
Ride Hieght 6
Left Rear Right Rear
Bump 1 Bump 2
Rebound 2 Rebound 3
Spring 250 LBS Spring 275 LBS
Ride Height 5.983 Ride Height 7.5
Track Bar 9.125 Track Bar 9.5
Front Left Toe 1/8 Front Right
PSI 26.5 PSI 44
Camber 5% Camber -1
Caster 3.5 Caster 4
Left Rear Right Rear
PSI 29.5 PSI 47.5
Camber 1.8 Camber -1.8
Wedge 50.2
Front Bias 51
Left Bias 54.2
Drive Train 4.71:1
1ST 2.57/12.12
2ND 1.80/8.49
3RD 1.38/6.51
4TH 1.09/5.14
Brake Bias 70:30
Brake Pressure 80%
Steering Trim -3%
Steering lock 20
LAS VEGAS
BEST: 29.766s
Aero:
Front Flare L: 1.5”
Front Flare R: 1.5”
Grille Tape: 55%
Rear Spoiler: 70deg
Springs:_____FL______FR_______RL______RR
Bump_______2_______4_______3_______4
Rbnd_______4_______4_______5_______7
Spring______950 lb__1350 lb___350 lb___525 lb
Ride Height__5”______6.061”___5.939”___7”
Track Bar____________________9”_____10.75”
Front Sway: 1 7/8”
Rear Sway: 0”
Tires:________FL______FR_______RL______RR
Pressure_____21.0____44.0_____24.0_____44.0
Camber_____4.5 deg__-2.5 deg__1.8 deg__-1.8 deg
Caster______2.0 deg__3.5 deg
Front Toe: 1/8”
Rear Toe: 1/16”
Weight:
Wedge: 50.9%
Front Bias: 51%
Left Bias: 54.2%
Gearing:
Drivetrain: 3.6 / 1
1st: 2.6 / 9.36
2nd: 1.68 / 6.06
3rd: 1.25 / 4.5
4th: 0.96 / 3.45
Brake Bias: 65/35
Brake Press.: 90%
Steering Trim: 2.5 deg
Steering Lock: 8.5 deg
Great early to build a lead. Fades a little at the end of long runs. VERY hard on the left tires, especially left front. Add air to left front after building a lead. No brakes used. Drive hard into turn 1 and let off. Punch it at about 173. Drive hard into turn 3 and let off. Punch it at about 175. Can be done with no skid, but speeds decline later in run but lap traffic slows you anyhow
PHEONIX
Page 1: Basic
NO CHANGES
Page 2: Aero
Splitter 5.00
Grill Tape: 35%
Page 3: Suspension
Front Left:
Bump: 8
Rebound: 2
Spring: 750
Ride Height: 4.625
Front Right:
Bump: 9
Rebound: 4
Spring: 650
Ride Height: 5.347
Left Rear:
Bump: 6
Rebound: 3
Spring: 400
Ride Height: 6.028
Track Bar: 10.000
Right Rear:
Bump: 5
Rebound: 3
Spring: 550
Ride Height: 6.750
Track Bar: 10.250
Front Sway Bar: 1 9/16
Rear Sway Bara: 3/8
Page 4: Tires
FLEFT:
19.0 LBS
Camber: 2.0
Caster: 1.0
FRIGHT:
34.5 LBS
Camber: -1.0
Caster: 6.0
RLEFT:
17.5 LBS
RRIGHT:
37.0
F Toe in: 1/4
R Toe in: 1/8
Page 5: Weight Distribution
Wedge: 49.5%
Front Bias: 50.1%
Left Bias: 54.2%
Page 6: Drivetrain
Differential Ratio: 4.71
1st: 1.90
2nd: 1.46
3rd: 1.05
4th: .91
Steering Trim: 2.0
front splitter 4.00
grill tape 100% for qualify 70 to 75% for race
rear wing 0
front left front right
tire psi 35.0 tire psi 45.0
bump 9 bump 9
rebound 1 rebound 4
spring 2000lbs spring 2200lbs
camber 8.0 camber -7.0
caster 3.0 caster 3.0
ride height 5.750 ride height 5.817
rear left rear right
tire psi 35.0 tire psi 43.0
camber 1.8 camber -1.8
track bar 9.750 track bar 10.750
ride height 5.933 ride height 6.000
f.sway bar 1 11/16 f.toe 1/8
r.sway bar 0 r.toe 3/32
diff. ratio 2.91:1 wedge 51.0
1st 2.40/6.98 front bias 52.0
2nd 1.71/4.96 left bias 54.2
3rd 1.26/3.67 brake bias 68.5:31.5
4th 1.00/2.91 brake press. 90%
steering trim 2.6
steering lock 5.0
TIPS
rear tire sliding go down on the rear sway bar
front tires sliding go up on the sway bar
up on wedge makes u tighter
down on left track bar and up on right makes u tighter
A cambered tire will pull a car in the same direction in which the top of the tire is leaning.
• More negative RF camber allows the car to turn into a corner quicker & will loosen up the chassis.
• Less negative RF camber takes away some of the pull to the left. The car won't turn in as quick into a corner & will tend to tighten the chassis.
• Too much or not enough RF negative camber can cause an understeer or tight condition as well as reduced braking capability.
• More negative LF camber will reduce the pull to the left while tightening the chassis from the middle out.
• More positive LF camber will increase the pull to the left & allow the car to turn Positive caster is used to provide directional stability and prevent wandering. Directional stability keeps the racecar traveling straight ahead with minimal steering corrections needed from the driver. Positive caster will resist steering efforts and align the wheel straight. Negative caster will have the opposite effect. into a corner quicker loosening the chassis.
• More positive camber in the RR will loosen the car from the middle out.
• More negative camber in the LR will loosen the chassis entering a corner.
• The stiffer shock or shocks produce the least amount of grip.
• The stiffer the FRONT shocks, (higher the number) the tighter the car will be under acceleration.
• The softer the FRONT shocks, (lower the number) the looser the car will be under acceleration.
• The stiffer the REAR shocks, (higher the number) the looser the car will be under braking.
• The softer the REAR shocks, (lower the number) the tighter the car will be under braking.
• Stiffer rebound on the left shocks will help the car turn in by slowing weight transfer to the right.
• Increasing rebound on the RF will loosen the chassis exiting the corner.
• Lowering rebound on the RF will tighten the chassis exiting the corner.
• Increasing rebound on the LF will loosen the chassis exiting the corner on tracks where corner speeds are high. The chassis will react just the opposite in low speed corners.
• Lowering rebound on the LF will tighten the chassis exiting the corner on tracks where corner speeds are high. The chassis will react just the opposite in low speed corners.
• Increasing rebound on the RR will tighten the chassis on corner entry.
• Lowering rebound on the RR will loosen the chassis on corner entry.
• Increasing rebound on the LR will loosen the chassis on corner entry.
• Lowering rebound on the LR will tighten the chassis on corner entry.
On short tracks you will want to choose a higher differential ratio because quicker acceleration will be a must at tracks where speeds are not as high. At superspeedways you'll want a smaller ratio for top speed since quick acceleration is not necessary on a track where you're at full throttle most of the time. The most important factor when considering what ratio to use is that you don't choose a ratio that is too high. Too high a differential ratio will result in running higher rpms
• The higher the ratio/number (6.556) the higher the rpms. Provides quicker acceleration, but slower top speeds.
• The lower the ratio/number (2.857) the lower the rpms. Provides slower acceleration, but higher top speeds.
BRISTOL
Front Splitter 4.00
Grill Tape 0%
Rear Wing 16
Front Left F. Sway 1 1/2 Front Right
Bump 1 Bump 3
Rebound 3 Rebound 4
Spring 950 LBS Sping 1050 LBS
Ride Hieght 6
Left Rear Right Rear
Bump 1 Bump 2
Rebound 2 Rebound 3
Spring 250 LBS Spring 275 LBS
Ride Height 5.983 Ride Height 7.5
Track Bar 9.125 Track Bar 9.5
Front Left Toe 1/8 Front Right
PSI 26.5 PSI 44
Camber 5% Camber -1
Caster 3.5 Caster 4
Left Rear Right Rear
PSI 29.5 PSI 47.5
Camber 1.8 Camber -1.8
Wedge 50.2
Front Bias 51
Left Bias 54.2
Drive Train 4.71:1
1ST 2.57/12.12
2ND 1.80/8.49
3RD 1.38/6.51
4TH 1.09/5.14
Brake Bias 70:30
Brake Pressure 80%
Steering Trim -3%
Steering lock 20
LAS VEGAS
BEST: 29.766s
Aero:
Front Flare L: 1.5”
Front Flare R: 1.5”
Grille Tape: 55%
Rear Spoiler: 70deg
Springs:_____FL______FR_______RL______RR
Bump_______2_______4_______3_______4
Rbnd_______4_______4_______5_______7
Spring______950 lb__1350 lb___350 lb___525 lb
Ride Height__5”______6.061”___5.939”___7”
Track Bar____________________9”_____10.75”
Front Sway: 1 7/8”
Rear Sway: 0”
Tires:________FL______FR_______RL______RR
Pressure_____21.0____44.0_____24.0_____44.0
Camber_____4.5 deg__-2.5 deg__1.8 deg__-1.8 deg
Caster______2.0 deg__3.5 deg
Front Toe: 1/8”
Rear Toe: 1/16”
Weight:
Wedge: 50.9%
Front Bias: 51%
Left Bias: 54.2%
Gearing:
Drivetrain: 3.6 / 1
1st: 2.6 / 9.36
2nd: 1.68 / 6.06
3rd: 1.25 / 4.5
4th: 0.96 / 3.45
Brake Bias: 65/35
Brake Press.: 90%
Steering Trim: 2.5 deg
Steering Lock: 8.5 deg
Great early to build a lead. Fades a little at the end of long runs. VERY hard on the left tires, especially left front. Add air to left front after building a lead. No brakes used. Drive hard into turn 1 and let off. Punch it at about 173. Drive hard into turn 3 and let off. Punch it at about 175. Can be done with no skid, but speeds decline later in run but lap traffic slows you anyhow
PHEONIX
Page 1: Basic
NO CHANGES
Page 2: Aero
Splitter 5.00
Grill Tape: 35%
Page 3: Suspension
Front Left:
Bump: 8
Rebound: 2
Spring: 750
Ride Height: 4.625
Front Right:
Bump: 9
Rebound: 4
Spring: 650
Ride Height: 5.347
Left Rear:
Bump: 6
Rebound: 3
Spring: 400
Ride Height: 6.028
Track Bar: 10.000
Right Rear:
Bump: 5
Rebound: 3
Spring: 550
Ride Height: 6.750
Track Bar: 10.250
Front Sway Bar: 1 9/16
Rear Sway Bara: 3/8
Page 4: Tires
FLEFT:
19.0 LBS
Camber: 2.0
Caster: 1.0
FRIGHT:
34.5 LBS
Camber: -1.0
Caster: 6.0
RLEFT:
17.5 LBS
RRIGHT:
37.0
F Toe in: 1/4
R Toe in: 1/8
Page 5: Weight Distribution
Wedge: 49.5%
Front Bias: 50.1%
Left Bias: 54.2%
Page 6: Drivetrain
Differential Ratio: 4.71
1st: 1.90
2nd: 1.46
3rd: 1.05
4th: .91
Steering Trim: 2.0
