By installing a set of our front-end limiters, you gain the ability to tune the front half of the suspension just like you can with the rear.” ” What happens is that when the power is applied to the rear suspension, the rotation of the pinion and driveshaft attempt to pick the nose of the car up rather than having the car move forward in one smooth, fluid motion. “When you reach a certain level of performance, you need to start worrying about locking the front end of the car down,” explained Zimmerman. We wanted to raise our launch RPM, but we knew this would likely result in a radical wheel stand. Why is this, you ask? Well, in looking at how the car was leaving the starting line, the rear tires were sticking perfectly to the track, but the front end rate of rise was too abrupt, causing the nose to reach for the sky instead of the car moving forward when the power was applied. Read on to see what he suggested for our project!įrom the launch photo to the left, Zimmerman realized that we were going to need to tie down the front end if we were going to have any shot at improving our elapsed times. Zimmerman and his team have built some of the most awesome cars on the heads-up circuit today, and his suspension parts are installed underneath numerous additional NMRA and Outlaw champion vehicles.

With those lessons in mind, we went right back to our friend Dave Zimmerman and his group of craftsmen at Team Z Motorsports in Taylor, Michigan. The mad thrash taught us a few things, however, as you can see from this launch photo from our test sessions. We performed a mad thrash in an attempt to squeeze the car into the 9’s at the end of the season, with a 9.94 at 134 MPH, the result of the hard work we put in with this awesome Team Z Motorsports-equipped rocket. Instead, if you need more negative lift, you use wicker height, which has less drag.With wheels up, our shocks were extending to the bump stops, thus we needed a travel limiter kit from Team Z.Ĥ27 cubic inches of small-block Ford power rests between the framerails of this car, our Project 666 machine that we’ve been building up over the last three years. Angle of attack promotes drag, slowing the car down. Your angle of attack should usually be zero relative to the track at speed. You should never use angle of attack of the wing. A 150mph car could easily get by with a 1/4' wicker, whereas a 230mph car might use a 5/8-3/4' wicker. The faster you go, the more wicker height you use. You only need as much wickerbill height as necessary for the application. The two together create a low pressure zone UNDER the entire car, therefore the entire car is using itself to suck down to the track. Varying the wickerbill height varies the amount of the slowing of the airflow. Slows the air down over the top of the car through the use of a wickerbill. The side plates and length of the wing are the two methods used to do this.Ģ. Straightens the air out, promoting laminar airflow. Air rushing over the top speeds up just like on an airplane wing, and a lower pressure zone is created, thus creating lift. You have a relatively flat lower surface, and a big long curved upper surface.

The wing is to negate lift, not provide downforce. Don't confuse downforce, drag, and negative lift. Designed correctly, a wing will have next to no drag while still providing the negative lift to keep the car secure. And on drag radials, the car has less of a tendancy to smoke the tires at 1000ft. On slicks it makes the car wiggle less at speed. I've run with and without and I can feel the difference. Personally, I would run the wing at any speed over about 160.

Team z adjustable outlaw wing