asphalt circle track leaf spring setup

Increase the Split in the Panhard Bar Heights. This malady is more common than most racers know. This insures properly made springs, guaranteed arch tolerances, access to complete labs for testing and research with technical racing experts to understand your requirements. The less desired method is the forged or stamped method. Take this into consideration when adding a fiberglass hood, aluminum heads, or when putting the battery in the trunk. DATA PRINTOUTS:Having springs packaged with data information is crucial to any serious race team. 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. Example the leaf will be 2 1/2 wide throughout its length, and .323 in thickness throughout its entire length. The number one reason a car will be tight and not want to turn is because the front end is not designed properly. The idea is to steer the car using different height holes for the rear control arm mounts. Carrying an inventory of A-Arm lengths gives you more Instant Center Adjustment choices right at the track. It is possible to have Ackermann in our steering system when we steer left and reverse Ackermann when we steer to the right. All the driver knows is that the car is loose. This can make the car very loose and we need to adjust the suspension components so that it will not steer in this manner. You may not be able to find a 16-inch 100 rate spring, so this provides more spring length to use. 0 If and when the length exceeds the outside diameter ratio then the spring will tend to bow, similar to the shape of a banana. SPRING ENDS:The ends of a spring are one of the most crucial of a coil spring. 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! 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. Once it reaches a predetermined point, the divider hits the stop and the top spring is no longer able to compress. With the LF A-arm being shorter than the LF lower control arm your car will lose camber under the left front suspension compression created by the big bar soft spring set up. Excess stagger should never be used as a crutch to help make the car turn if it is tight. The following information applicable for most oval track Chrysler styles mono and multi-leaf leaf spring applications with the sliders mounted on the rear. The rearend needs to be aligned at 90 degrees to the centerline of the chassis and/or to a line through the center of the right-side tire contact patches. Negative effects include limited number of spring cycles, loss of spring life, and loss in ride heights. The new spring is tagged 2,200#; on the other hand, the unknown rate is 2,310#. Raise the Rear Panhard Bar Up on both sides. If the wheel is turned farther at speed, the car is tight. In the common asphalt setups of today, where we use a larger sway bar and softer springs (BBSS), the presence of Ackermann effect could be more detrimental. As a result, the inboard springs are mounted the softer the installed rate will be. with r/r toe out the r/r wants to go to the wall you have to back steer and this makes it harder to get under a car coming off the corner.You always want to check the rear axle alignment because if you crash and have to put a new axle under it and the new one is toed different you could waste 2 or 3 weeks getting the car back right.I've checked a lot of housing,the winters quickchanges are good out of the box ,but the junkyard and 5 on 5 floaters are all over the place .I have found over years of racing that if my r/r has 1/16 to 1/8 toe in and the car is still loose I need to look at the springs,weight shocks etc.. That would be only on the r/r,you could toe the l/r out and the r/r in if the car needed it.If your housing has 1/16 toe out on the r/r you might need to shorten the wheelbase 3/4 to 1'' to get some toe in in the r/r.With r/r toe in the thrust angle of the tire is pointing toward the center of the car.When you pick up the throttle the r/r drives toward the infield and keeps the car tight letting you apply more power. If it is turned less, it is loose. by RCJ Mon Aug 29, 2011 9:19 pm, Post Decrease RR Trailing Arm length by 1/8 inch. By far the most common handling malady historically is inability to turn. Recommended torque is 20 lbs. Post After viewing the data sheets we found that the 375# tagged spring was actually a 387# and the 400# tagged spring was a 385#. Complete kit includes a pedal with a built-in return spring and throttle stop, universal firewall bell crank. Bump Steer Gauges; Canopies & Car covers; . Welcome to our new website! Free rateis the rate of the spring when it is out of the chassis. It doesnt solve the problem of multiple heat runs it simply tries to hide the fact. In addition, banding clips are frail and tend to break under impact or stress. With a Detroit Locker, or similar differential, the axles will unlock going in and through the middle and lock up on exit while under power. by 72firechicken Thu Jun 23, 2011 2:12 am, Post The overall work that a shock does is to resist the rebounding of the springs and control the speed of compression. It's no wonder. Front End Geometry The setup we choose needs to be arranged so that the dynamics are balanced between the front and the rear suspensions. Coil Spring Technical Information. The tire temperatures still supported his feel. Meaning that as the spring is compressing it is gaining rate. Maximum U-bolt torque for 1/2 diameter, plated U-bolts are 45 lbs. endstream endobj 209 0 obj <. And, it must be economically applied. 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. Choosing too light of a spring rate will cause the spring to be in a higher stress situation, thus losing ride height. Run the car at a moderate speed through the middle well below race speed and note how far the steering wheel is turned. The current spring is tagged 2,000#; however, the unknown actual rate is 1,900#s. Place the straight edge on the spring so that it intersects the front and rear bushing. The effect will be a lack of forward and side bite under acceleration. Ask your supplier what materials the spring consists of. 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. So don't try it. That is an effect that causes a decrease in the amount of toe-out as we steer and can actually cause the front tires to end up with toe-in if the effect is severe. 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. The steering system in your car must be evaluated and any negative characteristics must be eliminated. Measure the angle derived from the two lines. Since the braking forces are in the opposite direction, there is a serious resistant force created which helps prevent the front suspension from moving in compression too quickly while braking. The springs length, width, thickness, number of leaves, hardness,bushings and clips determine the spring rate. If this component on your car is not right, then the whole car will suffer, no matter what else you do. 225lr/200rr Chrysler spring. Softening the LF and/or stiffening the RF spring increases dynamic wedge during deceleration. Remember that drag is an important aspect of aero design. The installed rate is the rating of the spring as it is positioned within the chassis itself. We race a '76 Pontiac LeMans with the 4 link rear. These springs tend to stay locked in place when the suspension is unloaded; for instance, changing a tire during a pit stop. LANDRUM SPRING and many of the top chassis manufacturers recommend that the shackles never extend straight back. Also, the longer the shackle length, the slower the arc movement which decreases the rate of the spring change. Here is a typical situation found at any given track. In addition, fiberglass springs are sensitive to heat. with r/r toe out the r/r wants to go to the wall you have to back steer and this makes it harder to get under a car coming off the corner.You always want to check the rear axle alignment because if you crash and have to put a new axle under it and the new one is toed different you could waste 2 or 3 weeks getting the car back right.I've checked a lot of housing,the winters quickchanges are good out of the box ,but the junkyard and 5 on 5 floaters are all over the place .I have found over years of racing that if my r/r has 1/16 to 1/8 toe in and the car is still loose I need to look at the springs,weight shocks etc.. 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. Leaf springs possess many desirable suspension features, such as dampening, forward bite, roll over steer, high anti-squat percentage, and high lateral stiffness. Increase the Rear Tire Stagger. That is the essence of shock technology related to handling influences. Apex is your one stop solution for automotive suspensions. 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. This tends to tighten the car on corner entry and through the middle of the corner. This is not the same amount at all positions of the spring, and is different for the spring as installed. 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 first heating of the material comes when the end of the wire is stamped and the second heating process is when the wire is being rolled to a coil form. The following information and diagram may be beneficial for installing and checking mounting points. Moving the pull-bar or just the third link to the left increases the loading on the LR tire during acceleration. Lower the front LR trailing arm mount. Even though the winding process using CNC automated equipment is consistent, the variances in the quality of spring wire is not as consistent. At some point, we take in enough information to allow us to avoid the mistakes of the past and get ahead of the curve in setting up our asphalt cars. A common misconception is that arch affects free spring rate, which it does not. Decrease the amount of rebound in the LR shock and/or soften the rebound in the RF shock to help this situation. Furthermore, these solid bushings control and enhance chassis performance by resisting chassis roll/torque. Balance is spoken of in all types of motorsports these days, even F1. When it happens on the left front, the chassis will lose bite. Manufactured from only the best high-tensile chrome silicon material. This can be caused by several different conditions, or a combination of those. This simple task will increase the life of the leaf spring dramatically. Furthermore,Landrum Springis recognized as the only company in the racing industry worldwide doing so. 3. This is why the driver and the tire temps showed no change. The spring will not have any consistent spring pre-load from one spring to another; as a result, the chassis will not respond consistently. Designed for drag racing where maximum weight transfer is needed. Verify the leaf spring for consistency in the arch. When choosing a brand of coil springs several issues should be addressed. TUNING THE CAR WITH SPRINGS REMEMBER: "STIFF SPRING GETS THE WEIGHT" Rear to front weight transfer (deceleration) POINTS TO REMEMBER: (1.) The amount of difference you need is directly influenced by the installed motion ratio of the spring and the spring rate. I'm not saying this is not important to some degree, but on short tracks I would stress that aero downforce is over-rated in most cases. Like anything else, all suggestions are just what they are "suggestions." All cars and drivers are not alike, but in general these are . We mostly use the sway bar to tune for traction off the corners. So, here is, in order of logic and importance, a list of setup parameters we need to address to make our cars fast and consistent. The effect is huge. The true arch of a leaf spring is derived from the measurement between the main leaf the leaf containing the bushings, and the datum line (the line that intersects the center of the front and rear bushings). We also want to make sure that adjustments to other segments later on do not affect the mid-turn handling. Now we have a slanted board! One is called Stacked springs because all you are doing is stacking two springs in series, with the same or different rates, to achieve a longer spring that is softer rate than either of the springs used. Too light of a spring rate will also cause the rear end to lose an excessive amount of pinion angle under acceleration, leading to a loss of forward bite. No one including us can guarantee every spring to rate out exactly. Some rear suspension systems can be adjusted for rear steer. and a 200 lb. Brake Bias It may take a few test sessions to help you determine your balance, but if you observe the indicators correctly, then tuning the car for dynamic balance can be done. For instance, a J200 (5o.d. Either of these two can be caused by an unbalanced setup or by running with the wrong amount of crossweight. The following spring/shock combinations are recommendations only. One negative scenario is the fact that the right front compresses at a faster and compresses more than the left front, the chassis may tend to gain cross. So, there is a limit to how much you can get away with and still have a decent corner entry. Forged ends are only desirable when mass production of a loose tolerance spring is acceptable, for example, the agriculture or industrial industry. How much does each spring compress? 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. Whenever a manufacture sets up to run several hundred springs of one particular rate, the end result is less than perfect. The free rate is generally progressive, meaning that the leaf spring rate does not increase proportional to the rate of deflection. In addition, teams would not have to purchase expensive testing equipment. The RR tire will be the only one trying to accelerate the car, and it might spin. We run a monoleaf on the right and a stacked leaf on the left. One way is to have a rear spring split, where the right rear (RR) spring has less spring rate than the LR spring. With excess Ackermann designed into our cars, on purpose or not, we can gain a lot of toe-out, which causes our front tires to work against each other. 11, 2022 at 1:54 PM PST. Here is a recent quote from a reader who has found that perfect balance. Leaf-Spring Systems - The leaf-spring rear suspension system locates the rear-end fore and aft, as well as laterally using the leafs. No matter which stiffness you decide to go with, the most important aspect of setup is balance, and you achieve that balance with the correct combination of springs, moment centers, sway bars, and load distribution. Another negative effect of forged end springs is the fact that the chassis settings may change. Urethane and aluminum bushings tend to transfer more energy and loads directly to the spring. Disc brake spacers will further impact the height. e; 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. Pivot bushings are bushings that were designed to remove the bind between the chassis and the spring. The engine should always be aligned perpendicular to the rearend and/or parallel to the centerline of the car. 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. Those were salvaged out of the old car and were perfectly fine. Only use springs manufactured by companies such as LANDRUM SPRING that have a complete manufacturing facility. This not only insures consistent and proper spring rate, but also longer life (more cycles). If we arrange our control arm angles, from a side view, for antidive, then as the car dives the upper BJ would move to the rear and the bottom BJ would move to the front. 9. The center of gravity (CG) height influences where the MC should be located. Multi-Leaf springs used for racing should have a clench clip type system. The basics remain the same, but with a few critical adjustments. The rate of a spring is the change of load per unit of deflection (N/mm). Each end has its own moment arm length and resistance to roll as well as other factors. In turn, the life of the spring and the number of cycles is reduced. Antisquat results from the third link trying to straighten out, or become more horizontal as the car accelerates and the rear end desires to rotate. Oval Track Leaf Spring Mounting Point. 269-463-8000; Sign in or Register; Compare ; Cart. For instance, a 1300 lb/in spring may be 1325 the first inch, 1395 the second and 1460 the third inch. When this occurs, the car will increase spring pre-load and do one of two things. Our extensive testing has proven this component to produce very erratic handling characteristics. With the BBSS setups, reduced roll angle is the goal, so using a smaller sway bar is out of the question. Springs should be replaced after a chassis has received a severe blow. Welcome to Allstar Performance! With setups that use a very stiff right rear spring, the angle of the right trailing arm will need to be less than when using a conventional softer spring because that corner will move less. The front moment center (MC) location plays a huge role in how the front end wants to work. Using antidive on the RF and prodive on the LF helps square the front end to the racetrack and, along with a softer spring setup, provides an enhanced aero effect. There are two different way to run stacked springs. The opposite holds true, the shorter the shackle, the faster the rate of change. Transitional components include the shocks, rear roll steer, brakes, rear steer under power, camber change, rear stagger and the Anti's (dive and squat). by racerx1622 Mon Aug 29, 2011 2:12 am, Post Many factors affect the front end height, and wheel offset is a major consideration. The more carbon removed from the material, the more hardness is removed from the wire. The car may or may not be neutral in handling, but the handling will not be consistent. by RCJ Tue Aug 30, 2011 9:30 pm, Powered by phpBB Forum Software phpBB Limited, Shocks, Springs, Brakes, Frame, Body Work, etc, Hi anybody out there have any experience with rear leaf spring suspensions? In the common asphalt setups of today, where we use a larger sway bar and softer springs (BBSS), the presence of Ackermann effect could be more detrimental. 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. Raise the Rear Panhard Bar Up on both sides. When not racing, keep the springs unloaded by simply placing a jack stand under the chassis frame rail. Moreover, on super-speedways, the raised frame height will result in the car having to push too much air. Leaf spring mounting angles are one of the most important factors in a leaf spring system. This induces less rear steer when the car squats on exit. 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. Note:To get the desired front end height (ride height), it may be necessary to modify the springs. Brake bias influence can be easily determined by entering the corner with medium to heavy braking first and then entering with light braking to see if there is a difference. 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. The RF and LF wheels will always experience changes in camber as the car enters and rolls into the turns. The bottom line is that at mid-turn, each end will want to roll to its own degree of angle. In the case of an unbalanced setup causing a tight condition, the rear of the car wants to roll more so than the front. If there are any marks or distortions on the spring they should be discarded. Here is an explanation of balance related to the dynamics of the race car. TRUE RATE OF A SPRING:Knowing the actual rate of each spring is crucial. by racerx1622 Mon Aug 29, 2011 11:34 pm, Post 4. The overall rate and the layout of different shock rates on the car can greatly affect the weight distribution, and therefore the handling, in the transitional phases on the racetrack. Always use Grade 5 washers and deep well nuts. By purchasing springs that are already accurately rated, you will not have to pay your engineer ($$), team manager ($$), or crew chief ($$) to rate springs that you have purchased. We have redesigned our website to give our customers a better online shopping experience. The disadvantage of this style spring is that the spring rate has a progression in spring rate. The spring rates and spring split across each axle help determine the desired attitude, or roll angle of that end of the car. Below are suggestions on selecting a spring for your application. Are their hidden cost in the spring purchased? "There are two or three basic setups which are really simple, compared to bar car setups. The springs are tall and constructed from small-diameter, high-tensile chrome silicon wire, providing the correct rate for the listed application. Although they are the oldest, they seem to be the least understood. 7. Increase the LF Spring Rate. LANDRUM SPRING is not responsible for any incorrect information listed. This condition is very hard to detect from a driver's perspective. Theinboard mounting positionof the springs play an important role as well. Usually a 60-65 percent front and 35-40 percent rear bias works for most tracks. We were 0.13 faster than we qualified.

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