Race Ready
In order to scale your car properly it must be ready to go. For the most accurate
results the car must be fully prepared. If it is not "race ready"
then any changes that you make will have an effect on your final setup and what
you have put in your notes. So, what do you need to have done to be "race
ready"?
Fuel Full
Radiator Full
Oil tank full and motor ran or too much oil can be in the pan
Gear oil full
Transmission full
Power steering full
Lead bolted in
Stagger set
Tire pressure set
Camber set
Rear end square
"Race ready" means that the next thing that the car will do is go
around the racetrack. Keep in mind the changes that will be made to the weights
if you attempt to scale the car before it is ready to go.
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Setting up the Scales
Now that you have the car properly prepared you can get the scales our to begin
the scaling process.
Lay the pads flat at each corner and plug in the corresponding cable. Double
check that the cables are plugged in correctly or you will waste a lot of time
reading bad numbers. Let them warm up for two or three minutes.
Once the cables are plugged in and your scale system is turned on, press the
zero button and insure that each corner weighs zero with the pads flat on the
ground. The pads must be flat or you will not zero out the top casting. Verify
that the scales do not need charging.
At this point have one of your crewmembers stand on each pad. He should weigh
within a pound or two on each one. If all is well, then check that the scales
have returned to zero. At this point jack up the car and slide the pads under
each wheel.
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Repeating the Process
To insure that you get the same results each time you must go through the same
routine each and every time. Since you just lowered the car onto the scales
you need to work out all of the chassis binds, hysterisis and scrub from the
tires by going through a settling routine.
You can do this by firmly bouncing the rear of the car, then bouncing the front,
and then shaking the roof bar above the driver's head. Try to let go in the
middle each and every time.
Roll off type trays help as well, but some very successful teams do not use
them. For example, Jeff Gordon and Dale Earnhardt do not use roll off trays,
but Rusty Wallace and Dale Jarrett do. Either way, if you go through the same
routine each time you will get great results.
If you make an adjustment to the wedge, move lead, adjust stagger or make any
other adjustment, you will need to go through the settling routine to insure
repeatable results.
Once you get your favorite set up in the car you are almost done with the scale
job. Write it all down in an organized fashion and now you are completed and
ready to win.
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Documentation
In order to be fast each and every week you must keep good notes. Be sure to
write down your scale readings as well as the shock, spring, sway bar, Panhard
height, linkage angles, arm lengths, stagger and all other pertinent information.
It is one thing to be fast. It is another to know how you did it and to be able
to repeat the process.
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Note Taking at the Track
Once you get to the track be sure to note each change and the results including
lap times and number of laps run. You should assign a person to this task that
is there every week and is detail oriented. Get a form to keep the information
the same way week in and week out.
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Scaling at the Track
When you scale at the track you must find level ground or your readings will
be off. You can short cut the system by getting 2 strings and four guys. Have
the guy at the RF hold one string and another guy hold the other end at the
LR. Have a guy at the LF and another at the RR each holding another string on
opposite ends. The strings will now make an X in the center. If the top string
is higher than the bottom string then the other two pads will need to be shimmed
up. If the top string holds down the bottom string then those two pads need
to be shimmed up. By using this stringing process the pads will be placed in
the same plane. They may not be quite level, but by being in the same plane
your cross weights will be correct.
Another trick is to find fairly level ground upon arrival at the track. Right
when you get there weigh the car. Mark the ground by tracing around the scale
pads with chalk. If your scales have memory you can get in the habit of putting
your shop set up in memory one and then put the track reading in memory 2. You
can now compare the bite between the shop and the new reading taken at the track.
If the track reading shows 1 percent more bite you will know that the ground
is out of level by that amount. By knowing the difference you will have a baseline
to return to if needed.
Scales must be exactly level in order to get perfect results. However, the two
methods described above are short cuts that get the job done without too much
compromise.
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Changing a Spring and Getting the Bite Right
Should you want to change a spring at the track you will want to use the scales
to insure that you have made only a spring change and not a cross weight change
at the same time. Set your air pressure and then weigh the car and take a reference
height measurement from the fender or frame rail down to the ground. Write the
scale numbers and reference number down.
You can then change the spring. I like to measure the free height of the spring
that is going in and compare it to the one that is coming out. Lets say you
have a 400-pound spring in the RF and you are going to change to a 375. The
400 is 12 1/8" and the 375 is 12" exactly. You can estimate that the
375 will need about 1/8 more pre-load to maintain ride height (1 turn on coarse
thread coil-overs or 2 turns on fine thread) then add in the free height difference.
You will now be in the ballpark. Verify your reference number to the ground
and then weigh the car. Fine-tune the adjuster until the scale numbers come
back to the original bite numbers.
I even chart my springs so that I know how many turns to put in or out when
I go from my numbered 375 to a different numbered 400. The chart allows me to
change springs when I am in a hurry and am unable to get the precision offered
by weighing the car to get the bite back. Basically, I do the work in the shop
to save valuable practice time at the track.
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Verifying Your Changes Back at the Shop
Many times changes happen fast and furious at the track. Each week you should
fill your car with fluids upon arrival back at your shop. You have to fuel up
to do the setup for the next week so you might as well get in the routine of
doing that early in the week. Set the air pressure and weigh the car. Take good
notes and you will insure that you will get consistency when you return to the
track that you just ran over the weekend.
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Battery or 110 Volt
Most scales are designed to work on the battery as long as it is charged up.
By running on the battery you will extend the battery life. Battery design life
is two to four years. By running on battery power you will get a stable consistent
supply of power to your system. If you get a low battery indication you can
plug into 110 Volt power and finish the job. By running on the battery you will
extend the battery's design life.
Should you choose to plug in all the time this will work fine as well. However,
more heat will be generated in the battery thus reducing the battery life span.
I recommend running on battery power whenever possible.
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Common Problems
My wedge changes?
Wedge will change due to a variety of things that are explained below. When
you notice a wedge change have a look at the total weight. If the total is the
same then odds are your scales are operating fine and there is something in
the car that needs correcting. If the total changes by more than a few pounds
then you could suspect a scale problem and should call the manufacturer for
more direction.
Stagger effect
Cars that run high amounts of stagger and a locked up rear end can experience
changing wedge due to the tires getting read to "skip" like when you
are push through the pits around a tight turn. Weight will momentarily be miss-applied
as the tires excerpt force through the rear end gears. The axles literally climb
up the ring gear causing an occasional wedge variance. To avoid stagger effect
problems simply remove an axle cap and pull the an axle out past the spline
on the rear hub. You can even see the stagger affect on cars with differentials
however it is less common.
Chassis binds
I. A-Arms
Sometimes A-arms can be in a bit of a bind to get the caster right. This usually
happens when more shims are used on one A-arm bolt than the other. You can see
wedge numbers change due to this added resistance. Try to avoid uneven shimming
and be sure to keep your A-arms greased at all times.
II. Ball Joints
Ball joints have a fair amount of friction and need to be greased often. The
friction can cause wedge variations if the car is not settled properly. Damaged
ball joints should be replaced.
III. Sway Bar
When weighing your car or making spring changes you should always have the sway
bar disconnected. Many of the wedge variances I hear about are due to sway bar
binds. I connect the sway bar only after the weigh process is completed. On
late models I like to load the bar with 1/2% of wedge. On Cup style cars I like
the bar to be completely neutral. You can set the bar to your liking but try
to do it the same way each time and note your weight readings with the sway
bar load if it is not set to neutral.
IV. Camber Changes
When you adjust camber you are changing the tilt of the tire. Adding camber
changes the wedge in the car to a small degree. Keep this in mind when recording
your weights. If camber is changed, wedge will change a bit as well.
V. Shock Rebound
Shocks with high amounts of rebound can artificially hold weight in a corner,
especially when cold. Settling the car usually works the hydraulic fluid to
get consistent readings. However, high amounts of rebound can make the weighing
process harder. If possible, disconnect the shocks. On coil over type cars settle
the car thoroughly.
VI. Tire Pressure Changes
Air pressure changes moves cross weight and will change the numbers on all four
corners of the car. Be sure to have the air pressure set before you begin the
weigh job. I have seen slow leaking tires or bleeders that are still bleeding
cause the weigh job to be a real hassle as the wedge keeps moving every time
you check it. Be sure the tires hold air before you begin.
VII. Stagger Changes
Make sure the stagger is set. More rear stagger takes bite out of the car. Less
rear stagger puts bite in the car. More front stagger puts bite in the car.
Less front stagger takes bite out of the car. Make sure you do your shop set
up including ride heights with the proper amount of air pressure and tire stagger.
Total changes
Total weight changes indicate that something is interfering with the free movement
of the top casting on the scale pads or there is a problem with your system.
I have seen Winston Cup teams make leveling trays that rub the sides of the
top castings on the scale pads. The interference can cause weight variances
in the 30 pound range. Make sure that the top casting on the your pads is free
to move.
Scale numbers bounce
I. Damaged cables
A damaged or smashed cable can cause the numbers to bounce. Inspect the cable
for damage. If damage is found order a new cable. If you are in a bind you can
do a quick repair job. Insure that the system is off and cut the bad section
out of the cable. Splice the wires together color to color and tape up. The
quick repair will get you by until a new cable arrives.
II. Moisture in the connectors
If water gets in the scale connectors the moisture interferes with the scale
signal and a bouncing will occur. The fix is to dry out the connectors with
a heat gun or put them over a heat register over night. Usually, the system
returns to normal when the connectors dry out.
III. Dead battery
A dead battery will cause many different problems. If you experience any kind
of trouble then plug the scales into 110 volt and see if the problem is cured.
Extremely dead batteries might require some charging before the system returns
to normal operation.
Old batteries can short out internally and can interfere with proper scale operation
even when plugged into 110 volt power. Battery design life is typically 2-4
years.
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Display Disappears
Liquid crystal displays will disappear when exposed to direct sunlight. At times
people think that scale has suffered damage. Avoid leaving the scales or any
liquid crystal product in the sunlight. To cure the problem simply put the item
in the shade. When the LCD cools down the numbers will reappear.
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