the idea of the chases is to be flexible enough to keep all four tires on the ground. I have seen many a kart on the grid with the left front spinning in the air because of the demand for such high cross. I can't see how making the chassis stiffer and stiffer is better
There are three things going on with chassis stiffness at the RF corner which is what I think most have been thunkin and writing about.
The first is how flexing a LTO kart chassis waist to the RF changes how both located weight and dynamic transferring weight is projected towards and to the RF chassis area and to the RF tire.
The second is how flexing a LTO kart chassis waist to the RF changes the physical mechanical angles of the RF area of the chassis to in turn change either caster, camber, KPI, scrub radius or some or all of them.
The third and last thing flexing a LTO kart chassis waist to the RF changes is if it again in turn affects grip increasing or decreasing it what will follow will be either an increase or decrease in the amount of final weight on the RF tire.
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Next in my thunkin would be common everyday examples we all would understand or need to understand about why the three happen.
Here's a few quick and pertinent examples:
1. When LTO chassis first went to plate front ends the theory was doing so would allow for "Locking" in solid front end adjustments because the train of thought at that time was a need for accurate defined adjustments you could change and see solid results.
What happened is it didn't work as intended and the plates were then mounted back on stubs.
Doing so put flex back in and kept the needed easier adjusting of the front end.
The plates and heims are there today only because they make adjusting easier and not for speed.
2. The flexing allows for leveraging weight to the RF tire from a lower point via a longer lever.
3. It creates "Bump Steer" which we can use to our advantage changing RF chassis and tire angles in a positive way per RF corner chassis loading, instead of how usually Bump Steer negatively changing RF steering per bumps in the road.
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It is the reason why higher cross is generally easier to get fast then low cross.
If you bought into all that bull you'll also see and understand a reason why some tracks lend themselves to high cross and some more towards low cross.
Yes indoor racing lends itself to low cross because of how you need to control high grip.
Butt again if you bought into the bull above you will now see a second reason for low cross indoor racing under high grip conditions.
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Never had the guts to take a chance indoor racing because I was cheap and didn't want to tear stuff up racing indoors so I'll never be able to test the bull below out.
If my thunkin and writing is correct or even just close wouldn't stiffening the front end and waist help on an indoor high grip track?
Thunkin and writing now it made me reflect to the need for front sway bars on indoor midgets and I'm thunkin stiffening the
front and/or the waist will give some of the same dynamics a sway bar does.
And thunkin on the fallacy of the last statement trying to rationalize it into correctness, isn't the whole purpose of a sway bar to take lifting effort and move it across the front end allowing for a lower more over all lateral presentation of chassis weight to ultimately keep the LF down by redirecting dynamic weight?
Thunkin and writing I see the end result of stiffening the front and waist might do the same as a way of lowering and more laterally directing dynamic weight.
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I'm also thinking a result of dumping a ton of weight onto the LF indoor high grip racing is it does because of the additional load stiffen the front end.
... and this is again all IMHO and ain't necessairly right anyway. ...
ps.... yeah after writing this post and not reading thru it before posting I feel like I'm pretty darn close to correct on it. maybe??????? ...
thanks for reading