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We always mounted ours just off the left side bell, 2-3” below centerline and the right side frame mount 4-5” above that.

Thank you. Also is there any track (banked/flat) or (tacky/slick) that would work best with this application?

I haven’t seen it in years. It’s an old Rayburn setup. The side bite actually pulls hard into the RR spring. You’d need to experiment with it.

Never done any desert racing, but bypass shocks are the future in our sport if anyone wants to figure them out and the sanctioning bodies want to keep them legal. Sanctioning bodies in our sport want to limit it too much. It's sad. I think it's all an effort to keep stupid people competitive.

Yep, that is correct, but the KPI is really what I'm trying to think about here. The more I think about the possible drawbacks, I'm not so sure it would work. Maybe.

I'm no longer in the building end of things. I just try to share ideas and try to help people out.

I’m not sure. I’ve only played with three-link stuff a little.

@@Oliver880-eg8sz I’ve never been told an official cause. It’s my belief it was heart problems.

@@KevinKatzenberg I know George went out the way George would have wanted to go out.George had one speed and that full throttle.He would be 80 this year.

Thank you for watching. Comments and posts like your is what keeps me motivated to do more. I get real busy during the summer, but hope to make more this winter.

I believe right-side tire alignment is one of the biggest changes you can make to your car. When your car is at race attitude, your right side tires should be close to aligned. This is a strung version with the front tires countersteered so the side walls line up. In a little makes the car tighter. out a little makes the car free. I cover this in my book with some pictures to help clarify things. I may make a video about this in the winter. Thanks for watching.

I know I’ve always struggled with clearance issues with this. The smaller you can get it the better.

I know the Bob Pierce mods were always a straight bar. Depending on the angle, it will make the car roll more. These to me were always a looser in tighter off sort of thing.

@HoganTechnologiesLLC loose in tight off can be fast if you keep the car under you. The black and red car is a pierce copy and that's what I ran was a straight bar. Gonna switch from J bar to straight bar on my new car and try it out. Looking for that DIG

No, sorry, I’ve seen all different configurations. There a a lot of different space constraints to keep in mind. I’ve seen them with both the springs facing forward and the springs facing backward.

Yea. I built a side view model of a suspension. I put a piece of oversized paper behind it and could draw and chart the positions. It really shows you what is going on with the rear shocks. Drop your birdcage at half inch increments and see what goes on with the shock. Then start altering arm lengths and angles and watch how it affects the shock.

You can also start looking at shock speed per position. The closer the shock mount ending points are to each other, the slower the shock speed is at that position. With a little work, and a simple shock dyno, you might start getting a sense on where and how much bleed you want in the shock.

Thanks for watching.

At this time I am. I think we are getting plenty of force on the right front just with weight transfer.

We just mainly tour around with the Dirt Kings series here in Wisconsin. I’m at Fairbury or Farmers City as much as possible though.

@@HoganTechnologiesLLC dang lol I’m from north east Oklahoma

Yea, stock spindles are a ver limiting factor without compromising camber.

It would be tough to do on a mod because you can’t alter the KPI. You could take camber out of it, but camber is way more important than the kpi change.

@HoganTechnologiesLLC thank you I know that wiggling steering as the track dried out with my sprint car yrs ago. The traction remained n it smoothed out with speed thanks for information n your channel

What can be done to add traction to a dirt?Late model running on hard tires american racer MD 56

I like the softer stuff on the lift bars. Because the panhard bar mounts in front of and below the pinion, the softer spring would have a faster lifting motion on the panhard where it mounts on the frame on the lr.

Yes, real time data would be ideal. I’ve seen spindle mounted arms with sensors pointing on three spots on each tire to get real time data during testing, but these setups were on highend asphalt and road course cars.

@@HoganTechnologiesLLC yes, I wanted to go commercial with an array of Ir sensors covering 10-12 inches width but ball-n- chain nex'd that ...

I think you would want even tire wear.

A really good point. That’s why a focus on getting the air out is as important as not letting the air in.

I think it might be the way to go.

You are welcome!

Yea, there is a ton of stuff to consider there. I really like the switch idea. Thanks.

@@HoganTechnologiesLLC I set the micro switch to power a light on the dash panel when it reached 3 inches of travel. Actually worked great.

Thanks for watching.

Turned engine pointing down towards the rear end?

Ok, thanks. There is something there, and with the amount of suspension travel we see, I think it’s more art than science.

​@CherezianRacing not down. Just to left.

@@daniellueken7820 so the tailshaft points toward the LR?

Yes, it has a natural slope down 3 or 4. Then some people have been experimenting with also pointing toward the lr.

Thanks for watching.

No I haven’t. The team I help now keeps really close to what the manufacturer recomends. If anyone ever does any work in this area, I’d love to hear your thoughts.

Thank you and thanks for watching.

Yea, he used to build his own spindles. They were monoball style; super simple and super strong. He used to get his Rocket built to his spec and he wasn’t afraid to modify them him. His method to setting up a car was quite a bit different too. Much of it I still use today. That’s why I don’t talk much about wheel loads and smash numbers. This is useful information, but I think a lot like to talk about it without really understanding it.

I think most people bump their car as close to zero a possible. I think I would recommend the ackerman the same direction as a dirt car, just a little less; maybe ¼" when turning left and zero when going right. I think because of the traction on asphalt, you might take the radius of the turn into more consideration. The larger the radius, the less left turn ackerman.

I would assume it would be close to the same but not as extreme. Bumpsteer on asphalt I always heard was as close to zero as you can get it. Ackerman might want to get closer to the running radius of the corner to eliminate scrub.

Thanks for watching.

I’m anxious to see how this plays out. Thanks for watching.

Thank you for watching.

@@HoganTechnologiesLLC you need to make some DVD's for us forgetful old guys lol. Have a blessed day brother

Thanks for watching.@@robertgivens2586

I when I first came into late model racing,stuff did go on, but there seemed to be a lot more respect. No one wanted to tear up cars like they do now. I don’t know where this slide job culture is going, but it interesting to keep an eye on. Thanks for watching.

Maybe, I’d have to think about this more. I’ll see if I can find something in my books.

Frequency decreases as spring are added in series.

The gentlemen above are correct. When calculating the oscillation frequency of two springs in series, the effective rate is used. So a single 200lb/in spring will have the same frequency as two 400lb/in springs in series with an effective rate of 200lb/in.

I think there is always some effect. The faster you go, the more of an effect.

Found it. Yea, he opened it up pretty good.

I’m not positive, but I think there is.

I agree with making the right side wheel wells small to not let the air I, but I think getting as much air out as possible is a benefit. Years ago Josh Richard’s showed up at Screvin, I think was, with ½ the LR quarter panel missing. He was clearly faster. They made him correct it and the car slowed down. I think there is something to getting as much air out as possible.

Yes, definitely. The RR height does affect a ton. I do go through what I think needs to happen in another one of my videos. Thanks for watching.

We will always have some air on the nose. What I’m saying is that instead of being 90 percent dependent on air, we should get the cars to steer better naturally and be 60 percent dependent on air.

Yea, I think it is all about getting the right balance. Thanks.

He is good. I don’t know if I could contribute it to just one thing. Things like that seem to be a good combination of shock valving, spring choices, and even driving (how to hit the holes). It seems he is still a bit on the tight aero side. He’s really just a talented driver. Thanks for watching.