If I have a split rate shock such as 3-5 and I turn the shock 180 degrees, will the shock then be a 5-3? For example, if the spring is beveled on the flat end instead of ground flat then the spring is not coming in true contact with the jack bolt plate. This is an effect that increases the amount of toe-out in our race cars when we turn the steering wheel. We will cover the different aspects of leaf springs from free rate to installed rate, applications, hook up points and other performance enhancing factors. Decrease the Pre-Load on the Stabilizer Bar. Good handling has often been thought of as a car that is neutral as it runs through the entry, middle, and exit phases of the corner. Driving style plays a major role in the life of a leaf spring. Remove the spring from the car and place it on its side on the floor or a flat surface. Most teams that do this also run the BBSS setups and desire to drop the front end as low as possible and as quickly as possible on turn entry. The front half of the leaf spring should be sufficient to control rapid positive torque. Furthermore, the crew made unnecessary changes, wasted valuable time, resulting in wear and tear on the engine, tires and other components. Another negative effect of forged end springs is the fact that the chassis settings may change. The true rate of the spring, not just a tag denoting theoretical rate. But the most useful rear steer will only occur on acceleration and not at mid-turn. When installing these springs, the arch will be pulled out, creating higher stress on the spring that will eventually decrease the life of the spring. Landrum designed their front drag racing coil springs to store energy for instant, maximum weight transfer for launching. When this is severe, the front end will push and no adjustment to other setup parameters will seem to help the situation. We have continually pressed these issues because of the extreme importance they have. Bite Off The Corners Leaf Spring Suspension Performance Tips. I don't really encourage that method. Several top-level teams have found that this movement actually causes the car to handle inconsistently. Chrome silicon generally comes only in no larger than a .625 size from wire suppliers in the USA. Because the torque requirements are low, it is suggested to always use self-locking nuts to prevent nuts from backing off. So, there is a limit to how much you can get away with and still have a decent corner entry. Let's go through each item and explain how they can affect our turn entry and exit performance. And, it must be economically applied. 200 x 200 = 40,000 (Top Spring Rate X Bottom Spring Rate)200 + 200 = 400 (Top Spring Rate + Bottom Spring Rate)40,000 400 = 100 Rate, Click here to download as PDF Chevrolet. These are the general rules unless you are trying to "tie down" a corner. Moreover, accurate spring changes will allow teams to be more progressive in their test sessions and eventually reflect in their qualifying efforts and then onto the race. Antidive helps prevent sudden nose dive on entry by mechanically resisting the downward motion of the suspension using the rotational forces created through braking. The rate of a spring is the change of load per unit of deflection (N/mm). We mostly use the sway bar to tune for traction off the corners. Because of restraints in design and the need for geometry controls for moment center placement, we have to live with those properties. by racerx1622 Mon Aug 29, 2011 11:34 pm, Post Drag Racing Front Spring Tec. Usually a 60-65 percent front and 35-40 percent rear bias works for most tracks. by RCJ Wed Jun 22, 2011 8:36 pm, Post This can enhance the life of the leaf spring because the shock will be absorbing some of the braking forces. Bushingchoice can affect spring rates. Decrease the Split on the Rear Panhard Bar Heights. Adding or removing as little as 50 pounds can also make a difference. Here, we will examine the problems associated with a car that handles poorly and some logical steps to take to find the most balanced setup. The rear end should be at right angles to the chassis centerline, and the right side tire contact patches should be inline. The disadvantage is that the spring will not tend to lock in place and may turn in the control-arm bucket. Controls the rate at which the chassis rolls, Controls lateral forces such as side load, pan hard, or side bite rate, Sets wheel base lengths during acceleration and deceleration. Decrease Upper Control Arm Angle on the Rearend. There are ways to do that without changing the handling at other points around the racetrack. Circle track leaf spring help - Don Terrill's Speed-Talk At Apex Customs Phoenix our expert technicians understand that every suspension package is . The following is a list of things that can make the car not want to turn or make the car loose. Proper U-bolt selection is critical, use only Grade 5 U-Bolts. This is how the spring segments are clamped together. This is the true arch of the spring. It consists of a center bolt that properly aligns the leaves and clips to resist its individual leaves from twisting and shifting. When the LR tire is the coolest on the car, the rear spring split may be too much. by 72firechicken Wed Jun 22, 2011 3:46 pm, Post I would try it. 1. There are two different way to run stacked springs. With the advent of the BBSS setups, both front wheels experience a great deal of camber change as the chassis dives 3 inches or more in the turns with an accompanying reduction in chassis roll. Lower the Rear Panhard Bar on both sides (frame and rear-end attachment). Complete kit includes a pedal with a built-in return spring and throttle stop, universal firewall bell crank. Changing to a smaller sway bar increases the front roll angle, but not very much. These do not install with rubber isolators either. As a result, the car will have unpredictable chassis characteristics and may cause premature tire wear. Alignment Use a Smaller Front Stabilizer Bar. This can cause an undesirable change in spring rate and wheel base settings. The bottom line is that at mid-turn, each end will want to roll to its own degree of angle. DATA PRINTOUTS:Having springs packaged with data information is crucial to any serious race team. To check if the spring and jack plate is making true contact, simply inspect the contact points. Measuring the arch from the floor up to the main leaf is referred to as table arch.LANDRUM SPRINGdoes not recommend using this method to accurately measure spring arch. Leary sets the wedge in the springs and then adds additional wedge with 3-6 turns of preload and sometimes has winning success using 9 turns. The center of gravity (CG) height influences where the MC should be located. PDF TUNING THE CAR WITH SPRINGS - teamgrt.com Another way to gain bite that we have described in the past involves the use of a spring-loaded pull-bar that allows a certain amount of rear end rotation. %%EOF
These methods, good or bad, can be confusing at times. Leaf Spring Setup | Team Camaro Tech To fix this, reduce the rebound rate in the LR shock and/or stiffen the compression rate on the right-front shock. Stacking Springs for 2.5 Coil-overs. This malady is more common than most racers know. %PDF-1.5
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In addition, banding clips are frail and tend to break under impact or stress. Place the straight edge on the spring so that it intersects the front and rear bushing. With the car set up correctly, it is just a matter of experience and a little racing luck that brings that first win. Search by Part Number or Category Apparel Bump Stop Springs Coil Over Springs Conventional Coil Springs Leaf Springs Decrease the Pre-Load on the Stabilizer Bar. We hope you enjoy shopping at Circle Track Supply, Inc. Only use springs manufactured by companies such as LANDRUM SPRING that have a complete manufacturing facility. How to Raise Cross Weight in iRacing Setup Try one or two click on each spring perch shown above to raise the cross weight. The right-side tire contact patches will also need to be inline with the right front tire pointed straight ahead. The basics remain the same, but with a few critical adjustments. Antidive effect can help the situation. Use a long (60 should be adequate) straight edge as a datum line. When not racing, keep the springs unloaded by simply placing a jack stand under the chassis frame rail. I need some help with a 3450lb limited late model I race on a 1/3 light progressive banked mile ashpalt track 70 chevelle clip. The farther left the MC is located, the more efficient the front end will be and will want to roll. In fact, it is more important to get the mounting angles correct than selecting the proper spring rate.No matter what spring you put on the car it may not perform properly if the angles are misaligned.To counteract the effect of incorrect mounting angles, you may have to install erratic spring rates, shock rates, wheel off sets, unsuitable ride heights, and/or undesirable tire stagger, each of which will cause unpredictable handling characteristics. We do not want to try to solve turn entry problems with the brake bias, we only need to make sure the car stays neutral in handling when the brakes are applied. On parabolic and multi-leaf applications, it is not recommended to run a torque device, such as a torque arm or a spring or rubber torque link. Roughly 8-10 degrees of third link angle is sufficient to promote antisquat and not hurt your corner entry. Never over torque the stationary end (front eye) bolts, as it will prevent the suspension from moving freely. In addition, the choice of this material will allow a manufacture to wind the spring out of smaller wire to incorporate a larger pitch, which will inadvertently allow more travel and produce a lighter weight spring. We will look at each phase of the corner and offer handling remedies based on the phase they affect. As each season comes along, our knowledge of what we need and desire grows. Excess stagger should never be used as a crutch to help make the car turn if it is tight. Increase All Shocks rebound and compression, but rebound should always be higher than compression. As we use the left-front tire more and more, the negative results of Ackermann become more apparent. The idea is to steer the car using different height holes for the rear control arm mounts. Raise the Rear Panhard Bar Up on both sides. When choosing a brand of coil springs several issues should be addressed. In turn, the life of the spring and the number of cycles is reduced. This applies equally to the shackle and slider ends. Unbalanced setups exhibit easily observed characteristics, such as unusually high degree of wear and temperature on one tire versus the other tires. The effect will be a lack of forward and side bite under acceleration. A particular car at each racetrack will require a certain amount of rear stagger. There are four basic types of leaf spring systems in the racing industry today. First, we needed to look at the previous setup to see what went wrong. by RCJ Wed Jun 22, 2011 9:05 am, Post This will produce a lock-up or binding effect and the car will perform erratically and unpredictably. Either of these two can be caused by an unbalanced setup or by running with the wrong amount of crossweight. "In the 50-lap Main, our fastest lap time was clocked on Lap 43. How much does each spring compress? The steering system in your car must be evaluated and any negative characteristics must be eliminated. 208 0 obj
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The once tight condition now switches to loose as the front gains grip from excess steering angle. On a three-link rear suspension you should have the front of your right-side control arm higher than the rear mount by 1/3 of the total amount it will travel in the turns. It doesnt solve the problem of multiple heat runs it simply tries to hide the fact. 9. Shackle angledetermines the rate as well. That is the essence of shock technology related to handling influences. Address: 304 5th Creek Road, Statesville, NC, US, 28625; Behind the wheel of a Dodge Challenger SRT Hellcat Widebody, students will cover autocross, slalom, and accident avoidance, along with plenty of track time on the 1.6 mile Radford road course. by racerx1622 Thu Aug 25, 2011 5:51 pm, Post Forged ends are only desirable when mass production of a loose tolerance spring is acceptable, for example, the agriculture or industrial industry. Slinging the car into the corner or spinning out puts an extreme amount of lateral force on the springs which in turn, causes premature failure. If too much of the bias is on the rear brakes, the car will be loose under heavier braking. Theinboard mounting positionof the springs play an important role as well. This system uses two springs on tip of each other in series. When this is accomplished correctly, spring rates and reactions can be more accurately predicted which in turns makes the chassis more predictable. Increase the Rear Brake Bias. By far the most common handling malady historically is inability to turn. If the pitch is consistent, but too far apart then the spring will tend to take set and distort. by 72firechicken Thu Jun 23, 2011 2:12 am, Post Shock rebound rates need to be adjusted to allow the LR tire to stay in contact with the racing surface. On asphalt, don't make large changes to components that . endstream
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<. The opposite occurs when the springs are mounted outward (closer to the wheels). The moment center must be located correctly for your type of racing and the cambers must be set, again toward your setup style and track conditions. As a result, not every spring will come out exact. The spring rate is lighter than other styles of leaf springs and usually requires a device to control positive and negative torque loads as well as requiring coil springs to hold the chassis at ride height. It helps to install brake bias gauges and then adjust the amount of pressure front to rear. The setup we choose needs to be arranged so that the dynamics are balanced between the front and the rear suspensions. However, tie down shocks are becoming less and less desirable. Allstar Performance offers quality Circle Track Racing - Asphalt Suspension at a great price, check out our website today at allstarperformance.com. Decrease the amount of rebound in the LR shock and/or soften the rebound in the RF shock to help this situation. SHADOW RACING PRODUCTS973.684.7270www.shadowracing.com. With the BBSS setups, the front may want to out-roll the rear, causing excess load to be put on the right-rear tire through the turns. We have redesigned our website to give our customers a better online shopping experience. As a result, the inboard springs are mounted the softer the installed rate will be. The opposite of Ackermann is called reverse Ackermann. So, with the Detroit Locker rear end, stagger should match the radius of the turn where the car is starting to accelerate and the rear end is locked. In addition, teams would not have to purchase expensive testing equipment. The stiff LF spring setup does not work well on tracks banked over 10 degrees. It is important to design the spring to its environment as well as its intended use. The open-end type springs are required when spring security of location is desired. The spring rates and spring split across each axle help determine the desired attitude, or roll angle of that end of the car. Listed below are the effects of spring arch. Furthermore, the spring will absorb all the weight transfer, and not plant the tire securely on the track. Of the many components that can be changed on a race car chassis, the coil spring change brings about one of the most adverse effects on a chassis. Whether you're looking to drop your car for better handling and an enhanced look, or lift your truck so you can climb over rocks and trees and add that aggressive look, we've got you covered! This eliminates the inaccuracies and confusion of trying to figure out how each spring is rated. The closer the leaf springs are mounted together (inboard), the more pressure the chassis exerts on the springs through physical leverage. The chassis was as good or better at the end than it was at the beginning.". The reason I say that with confidence, is because I have gone up against more aero efficient cars with setups and body configurations that were aero-deficient and still out ran them. Increase the LF Spring Rate. The shape of the racetrack can affect how the car is balanced when exiting the turns. Afcos web site has leaf spring installation tips.I ran camaros and what I did was raise the front eye 3/4 and lower the rear 3/4''.A flatter spring has less rear steer and should have more anti squat.2'' lowering blocks is the most I ran,make some heavy duty ones yourself .I broke several that I bought.Check the toe out in the rear end houseing, heat and quench the tubes to get 1/8 toe in.Then string the car to get the r/r toed in. Once you have evaluated all of the above and feel fairly confident that the car is set up correctly, you should then work to tune the transitions into and off of the corners with the shocks. Spring training schedule released; Here's when Cactus League starts Check Tire temps, if LF is coolest (unbalanced setup): Decrease front springs, maybe even use reverse split (LF stiffer). Yes there's aftermarket springs that work great on there own to combat wheel hop if you don't want to or can't run traction bars. Stock cars using the metric-style four-link rear suspension usually need to do this just to achieve a balanced setup with the high rear moment centers in those cars. Although they are the oldest, they seem to be the least understood. This prevents undesirable chassis and rear end movement, thus creating favorable synergy between the chassis, springs and rear end. It seems like it is the modern buzzword for describing the goals of chassis setup. The driveshaft doesn't know which view these angles are resulting from, just that they are equal and opposite. We are only talking about a difference of 0.040- to 0.060-inch, but that is enough to help stabilize our car on exit and provide added bite. Plan your shock layout by comparing the stiffness of one to the other corners and to the spring stiffness at the corner you are trying to control. So, again this year as in past years, we will present what is admittedly the formula for success related more for the conventional and what we call soft conventional setups mainly because these are the ones that produce more consistency and do win races. For instance, a 1300 lb/in spring may be 1325 the first inch, 1395 the second and 1460 the third inch. Furthermore, a race team will not have to purchase additional springs to fill the void left by the springs that did not rate properly to the theoretical rate that they were supposed to be. I have always believed in priorities because you can make gains faster when you solve the high priorities problems first. If it is turned less, it is loose. If those desired angles are different, then we term the setup unbalanced. How to raise the cross weight in an iRacing asphalt setup. The resins break down when exposed to heat and heat cycles (produced from exhaust and/or brake systems) which will cause the resin in the spring to become brittle, resulting in the spring collapsing. For the Big Bar, Soft Spring setups, teams often introduce Pro-dive into the left front suspension to encourage rapid dive on entry to get the left front down quickly. ASPHALT MODIFIED (Standard 3 Point and 4-Link Cars) 2006 Set-Up and Technical Guide. "By using two springs in series, the dual setup allows them to have a softer ride . Each and every data sheet clearly shows the pre load as well as the displacement that the spring was tested at. Stagger affects handling in each phase of the corner if the car has a locked rear differential. Rubber bushings tend to absorb more energy and loads from the chassis and rear end, therefore the springs tend to last longer. When the car is jacked up during a pit stop for a tire change, the suspension may become completely unloaded leaving the coil spring to rotate in the spring bucket. I plot them like its a ladder bar (if its right, wrong, backwards, I dont care it works for me) and had it setup with an IC of around 30 (20 inch front segment, 8 inchs off ground) With this setup the car went 9.98 with a pump gas small block and some spray but it was killing the tire. When using stacked springs on a Dirt Late Model, this allows the car to run on a very soft spring rate on entry of the turn, until the heavier rate is needed through the middle and exit off the turn. Disc brake spacers will further impact the height. A too-tall spring may be lowered by cutting off a portion of a coil (usually around 1/4 to 1/2 of the coil). We are at a crossroads at this point in time with setup technology in asphalt racing. Balance the Front and Rear stiffness. This system involves riveting the clips onto the leaves; the advantage is in preventing the clips from sliding up the leaf and becoming loose. Balance is spoken of in all types of motorsports these days, even F1. Free of . The amount of difference you need is directly influenced by the installed motion ratio of the spring and the spring rate. Neck Mount 1.525in Black ALL14475. The information below is applicable for most oval track Chevrolet styles, parabolic and multi-leaf leaf spring applications. The ground end springs are the best way to achieve complete spring square-ness. Because the front tires generate more traction with a greater angle of attack, the driver is actually putting more traction into the front end. Generally the spring rate will increase when the following is done or decrease on the opposite. A very good set of adjustable shocks came with the car also and that helped us when it came time to do the setup. Installing a torque device combined with these types of suspensions will cause the wrap-up rate to be excessive. The left side suspension usually is designed with about half the angle of the right side in a conventional design. If the same stiffly shocked corner is in rebound, less of the overall load will be retained by that corner, and its diagonal corner as well, during the rebound cycle only. PHOENIX (3TV/CBS 5) Spring training fans can now mark their calendars about which games they want to attend. Leaf Spring Technical Information. The MC should always be somewhere close to the centerline (i.e., midway between the tire contact patches). One of the very first tasks in setting up a race car is to make sure all of the alignment issues have been corrected. The overall work that a shock does is to resist the rebounding of the springs and control the speed of compression. 225lr/200rr Chrysler spring. The control arm angles affect the rear steer and the third-link angle can redistribute load upon acceleration. Meaning that as the spring is compressing it is gaining rate. Since only the bottom spring is now the only one working, its rate is what the car runs on, as long as the shock is compressed to the predetermined point. Transitional components include the shocks, rear roll steer, brakes, rear steer under power, camber change, rear stagger and the Anti's (dive and squat). Causing the right front tire to have a higher tire temp, as a result, a shorter life of the tire. Leaf springs perform the following tasks: Due to all the loads leaf springs are under, it is one of the most stressed components on the race car. Some manufactures even feel and state that racers should monitor a springs free height instead of its rate. Running dampening shocks not only will tighten the car on entry, but will also prolong the life of the spring. If the transition is abrupt and the top of the track drops to match the inside edge elevation, then the RF will follow the drop-off and unload the LR wheel. The reasons are easy. Performance Driving | Radford Racing School Lower the front LR trailing arm mount. Aero Package 1/2" on RF (5 degree angle of Upper A-Frame mounting bolts), 1/4" on LF, front higher than back, average bolt height the same as before. The LF static camber must be increased quite a bit, and the RF static camber must be decreased. EveryGOLD COILhas its own dyno sheets incorporated in its box when leaving our facility. A trend must prove itself in order to stand the test of time. Engineered to hold a great amount of stored energy for instant weight transfer. Allstar Performance $44.99. Every time that the material is heated, it removes carbon from the material. A very soft spring would need more compression rate and less rebound rate, whereas a stiff spring would need a lot of rebound rate and much less compression rate. Furthermore, there will tend to be less stress on the spring and spring related because the pressure will be equally distributed throughout the spring and chassis.