Forum: HoseHeads Sprint Car General Forum (go)
Moderators: dirtonly  /  dmantx  /  hosehead

a standard set up in a sprint car might be 1025 on the right and 1000 on the left , wondering if anyone runs a stiffer left rear than a right rear bar and why? thanks

I assume with those bars that you are refering to winged sprints. I believe the wingless cars would run a stiffer left side but don't take that to the bank. Otherwise with winged cars I have never really heard of anybody going past what I would call a neutral set-up which would be 1025 (or whatever you chose) on all corners. You probably know this already an I guess I really didn't answer your question but that's what I got for ya.

It might be possible that someone would do that on a very large track so the left side isn't "winged-down" really hard entering the corners...I don't know, that's a good question though.

Reverse split, where you run a bigger left rear bar than the right rear bar, is fairly common with winged cars on high speed tracks...as paydirt says, it will help keep the left side of the car from slamming onto the track, especially at a high speed track, like Knoxville...

If you sit in the stands on the back stretch at the entrance to turn three, you'll see how hard the cars are stuck to the track on the left side under speed. and then see the difference when just idling around...

Chuck.....

Softer right rear will help stick the car on exit, especially on a slick track, big or small.

It all just depends on the track condition and stagger,and well, offset,tire compound and shocks selected (like , now that should help? ) I personally, have found a reverse split beneficial , but it took a few trys to really catch on , however, keeping the car soft on the left definitely has its rewards , this is probably too much to make a "black or white " decision on . you'll just have to try it when necessary and don't throw it out the window when not (productively) going forward the first try, remember: where you are driving for, (position wise) on the track,(high, low,mid, spotty ? ) watch for (predict) the changes to the track (best to watch the local weekly shows) and tune for the end , you gotta be respectably good in the end . this question has a pretty broad answer? I think the real answer here is, just be patient , and try one change at a time.

With this question, I have never been to Williams Grove , I notice all the rail down type photos shot at the Grove, are the corners really that tight? and a paper clip type shape there ? makes for some really great action shots there, proubly my favorite!

I run a 305 on small (usually 1/4-3/8) tracks and run 1000's in all three corners except the right front, it's got a 1025 bar. Keep in mind we don't have the power or speed to get the car to wing over very hard on these small tracks, so take how we run our bars as you will.

valid point racrguy, like I said, this question can proubly have a million different answers ? It all has to do with so many different combinations and driver taste, 410vs360vs305 they all react so much differently on the same track, your bars are soft compaired to what I have used (im not in a 305) were respectably the same, just a quarter up on all four corners,(to begin the night commonly depending on track ) there again the wing speed, entry, and exit are more rapid , we found switching from one CID to the other and trying the same productive settup, just didnt work! I think to answer the question strait forwad is, Yes reverse split is used,

Now for me personnally this is JMO, I feel the car gets off the corner better (dry), also a tic more driveable on entry if driving the top (remember thats the long way aroud) thus possibly better on the longer sweeping turns or bigger tracks? the shorter tracks while running the bottom it was too quick of a transition from entry to exit (the car almost reacts to quickly and tightns up) trouble is, there is so many other options to throw into the settup its hard to pin point what works for me might be a handfull to you , nice thing about this computor thing is, you dont know me , I dont know you , I could be full of B.S. and maybe youve kicked my ass before ? LOL

There's been nights we've ran 10.50 bars on the L/R with a 8-4-10 shock but it all depends on track conditions.

wouldn't that be a 1.050 bar?

to indy and beyond!!

Yes , you are correct. I just messed up on the decimal point. thank you for pointing that out. It was a long day.

i hear you! back in the day when every red flag was open and we could do whatever we wanted untill we were being dragged by the push truck as we were still making changes, i would often have to stop and ask myself if i just went in on the LR stop and out on the RR stop or visa-versa! on the decimal point thing i was pretty much just being a smart ass, no offence.

to indy and beyond!!

Hell , One night when it seemed like a 100 degrees out. I busted my head open on the wing after burning my hand on the header collector grabbing a dzus. Shit happens especiallty when you get tired. And no, I took no offense.

Well, anyone who hasn't busted their head open on wing, never wrenched on a winged car much :-)

We have alot of flat, dry slick race tracks around here. It was commen for the track to become a slick, one lane around the bottem type of race. We would usually end up with a 1.025 on the left rear, and a 1.000 on the right rear. Would have to tip toe a little bit going in, but it hooked up coming out which is where we made the passes. Again, this all depends on your shock set-up, as well as many other varibles.

Every track is as different as the drivers who run them and the same tracks are different every week. No one ever hits on a perfect setup,just the close to perfect setup. If I could get right every week, I,d be rich, but I'm not. All I know is I put in the time for the love of sprint car racing like every one else on this forum. I don't know any one who does it for the money.