The use of anti- and pro-dive is also being experimented with. Antidive works great to reduce frontend dive on entry when applying the brakes. It works using the force of the brake pads gripping the rotors. The beauty of antidive is that the more you need it, the more there is.
Harder application of the brakes might produce more chassis dive. It also produces more antidive effect and therefore, more control of chassis dive. But what about when you need chassis dive?
Teams have been experimenting with using pro-dive on the left front suspension and antidive on the RF suspension. This promotes dive on the LF, thereby lowering the LF corner of the car for a more efficient aero-downforce effect. This is very tricky and other components, including shocks, must be adjusted to compensate for this effect in order to keep the car stable on entry. This is definitely not for the novice racer to try.
Changes to the camber must be made when balancing the setup. The LF tire will carry more load and do more work requiring more positive static camber. The RF tire will do less work and require less negative camber than when running an unbalanced setup. Be sure to stay on top of your tire temperatures and/or tire wear for dirt racers, so that you can adjust the front cambers to match the new dynamics of the balanced setup.
Rear Moment Center Design
The rear moment center location is important to the dynamics of the rear suspension. There seems to be a misunderstanding of the effect that the RMC has on the dynamics of the rear suspension. Here is how it's defined in automotive dynamics books written 60 years ago. The "theory" presented here has been proven many times over.
The angle of the Panhard bar can have a profound effect on the redistribution of loads on the four tires at mid turn and this affects the handling of the car in a separate way from MC dynamics.
The race car "feels" the rear MC midway between the top of the two springs (top mounts of the shocks on coilover systems) and the height as an average of the height of the ends of the locating device. A Panhard bar or J-bar has two ends and the average height of those ends is the rear MC's height.
Experiments have shown that lateral placement of the rear locating device does not change the dynamics of the rear suspension. That is not to say that how the device is mounted and where doesn't change the handling of the race car. There are several mounting trends that produce marked changes to the handling of the car due to artificial load redistribution.
Mounting the J-bar or Panhard bar to the left side of the chassis has a loosening effect when the car corners. This helps a tight car, but is one of those crutches we sometimes talk about. On dirt cars, angling the bar with a left-side chassis mount, and the left end higher than the right end, does have a profound effect on handling.
If the bar is angled inline with the right rear tire-contract patch, a lot of force is directed onto that tire. This helps cut through the dry powder on extremely dry slick tracks. If the track were more moist and tacky, it would be better to flatten out the bar and maybe move it over to a righthand chassis mount. This has been done with good success on touring Dirt Late Models under those conditions.
Rear Steer and Rear Alignment
How we design and place our rear trailing links has a lot to do with how our car will handle. As the car moves vertically, the rearend will most likely steer to a certain degree depending on the design. Rear steer design goals are very different between dirt cars and asphalt cars. We also need to make sure the static alignment of our rearend is correct. No matter how we end up at mid turn, the rearend should be squared to the centerline of the car when the chassis is at ride height.
Many car builders are incorporating adjustable upper control arm plates and slotted lower
The rear moment center function and dynamic properties were defined 60 years ago. That par
When we mount the Panhard bar to the left side of the chassis, we introduce a jacking effe