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Post by scoutinchina on Feb 26, 2010 9:20:24 GMT -6
I am setting up my car for the rail rider with 2.5 cant in the rear (riding on the inside edge of the wheel) and 1.5 cant on the FDW - my question is should the front be set up to ride on the inside edge or the outside edge - and if it is the outside edge then the wheel hub has a tendancy to migrate to the body of the car - and doesn't that slow it down (does the rail keep it off the body)  |
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Post by shadetreeracing on Feb 26, 2010 17:04:43 GMT -6
I am setting up my car for the rail rider with 2.5 cant in the rear (riding on the inside edge of the wheel) and 1.5 cant on the FDW - my question is should the front be set up to ride on the inside edge or the outside edge - and if it is the outside edge then the wheel hub has a tendancy to migrate to the body of the car - and doesn't that slow it down (does the rail keep it off the body) you want the outside of the wheel on the track & the inside of the wheel to run the rail & yes the wheel's inside hub will rub the body just rub some graphite into the body where the hub touches |
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Post by rpcarpe on Mar 2, 2010 10:17:46 GMT -6
On my rail riders, the dominant front wheel slides along the rail, but that wheel should NOT touch the body. If you have your wheels mounted with 1/32" and they still rub the body, try a bigger gap. Wheels touching the body is a big slowdown. Graphite on the body helps, but it's better to not touch at all.
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Post by DrT1010 on Mar 2, 2010 18:21:39 GMT -6
Pick your poison. Pos. and neg. camber on the DFW have advantages and disadvantages. Both involve some frictional loss, in addition to inherent torque of axle in bore. If the pos. camber is enough to lift edge from track, it most certainly will send wheel to body. However very fast builders are opting to do it. I'd be interested in an explanation as to its advantage. I have some ideas. We always opted to go the other way, ride inside edge and keep wheel at axle head.
IMO, disadvantage to pos. camber DFW:
1. Riding outer edge, risk of nubs contacting (especially if a bit aggressive with pro shaver) exception may be ultra light 1g's, where the rigidity of wheel face is needed to prevent deforming under load..
2. Body contact as opposed to nail head, may be mitigated a bit with body cone ala SSnakes' method.
3. On FDW, seems to encourage more surface area contact with rail and
4. Working counter to drift of toe pushing wheel.
Although small, a neg. cambered wheel offers less surface contact, in that tread rim is further from rail as opposed to pos cambered placing same in potential contact.
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