![dirt stock car dirt stock car](https://cimg3.ibsrv.net/gimg/racingjunkgallery.internetbrands.com-gallery_site/400x300_85-1/phpxpjmub_980591caabbd8ebc7f28a75fcacaabc683e65f60.jpeg)
The car can also be loose if the right rear tire is not loaded enough.
![dirt stock car dirt stock car](http://horsepowermonster.com/wp-content/uploads/2016/05/Jason-Gulledge-Dirt-Track-Race-Car.jpg)
You may really have to analyze what is going on with the car, because part of balancing the car is getting the rear tires to traction up equally and drive the car off the corner. In this case the right front spring rate could be increased to keep wedge in the car and tighten the car on exit. If the right front spring rate is too soft for the amount of wedge run, the car could suffer from a lack of drive off the corner or become loose off the corner. One big effect that has to be kept in mind is the effect of loosing drive off the corner. It probably could get figured out by taking into account all the effects, but the easiest and best way is to test it in actual situations on the track, and keep good notes. There are too many effects going on here to just mathematically figure out that you need to put this spring in to take out this much wedge to get the car to turn. This creates more aerodynamic down force on the nose and also helps the car turn better into the corner. As mentioned previously in my article about the aerodynamic effects on a dirt stock car, lowering the front ride height puts more air over the top of the car and cuts the air going under the car. There are other effects to this than merely the mathematical dropping of spring rate to allow this to happen.Īs the right front spring rate is dropped the total combined spring rate in the front is decreased and the front ride height is lowered dynamically. For instance, at turn in, if the car has one hundred and twenty pounds of wedge and is tight softening the right front spring fifty pounds per inch may dynamically take enough wedge out of the car to allow it to turn neutrally into the corner. Then make your adjustments to get the car balanced. I believe the easiest way to think about balancing the car is where you need it to be in a dynamic state. This will dynamically take out wedge, but on turn exit the weight will transfer back to put at least some of the wedge back in the left rear. We can do this by softening the right front spring rate. So, probably the best way to do this is to take the wedge out of the car dynamically. Doing this in the pits by turning on the spring adjuster nuts is one way to do this, but then the car might not have enough wedge to get off the corner. So the easiest fix to this tight feeling is to take wedge out of the car.
![dirt stock car dirt stock car](https://live.staticflickr.com/1955/45765377371_1cd459122c_b.jpg)
If there is too much wedge in the car, the car will resist turning in to the corner.
#Dirt stock car driver
Turning into the corner usually begins on the end of the straight when the driver is still on the gas. Since the car is turning left and decelerating into the corner the majority of the transferring load is going to the right front corner and since the left rear tire is usually the heaviest tire on the car, the right front spring rate goes hand in hand with how much wedge there is in the car. Now we’re going to look at how the right front spring rate works to help maintain a balance while the car turns through the corner.
#Dirt stock car series
The last two articles in this series focused on the balance of left side weight and wedge and how they work together to get the car to turn smoothly through the corner.