Several top-level teams have found that this movement actually causes the car to handle inconsistently. EveryGOLD COILhas its own dyno sheets incorporated in its box when leaving our facility. Allstar Performance offers quality Circle Track Racing - Asphalt Suspension at a great price, check out our website today at allstarperformance.com. 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. This would mean we could align the driveshaft from a side view inline with the tranny shaft and the pinion shaft with no angular deflection. SHADOW RACING PRODUCTS973.684.7270www.shadowracing.com. Softening the LF and/or stiffening the RF spring increases dynamic wedge during deceleration. Bushing choice will also affect spring life, and more importantly, spring performance. The same theory applies to leaf springs. Some manufactures even feel and state that racers should monitor a springs free height instead of its rate. The less desired method is the forged or stamped method. It just won't work. Lower the front LR trailing arm mount. The use of softer front springs, larger sway bars, and big spring split in the rear has swept across the country for more than five years now with mixed results. Manufactured from only the best high-tensile chrome silicon material. Let's go through each item and explain how they can affect our turn entry and exit performance. A poor handling car is defined as one that is either loose (rear has less traction than the front) or tight (front has less traction than the rear). Designed for drag racing where maximum weight transfer is needed. When this is severe, the front end will push and no adjustment to other setup parameters will seem to help the situation. Meaning that as the spring is compressing it is gaining rate. Here is a recent quote from a reader who has found that perfect balance. In most cases the static deflection differs from the actual deflection of the spring between zero and static load, due to influences of spring camber and shackle effect. We can reduce the rear spring split if we are using a softer right-rear (RR) spring by stiffening the RR spring and/or reducing the LR spring rate. Usually a 60-65 percent front and 35-40 percent rear bias works for most tracks. Although these changes will alter the height of the car, the spring rates will be unaffected as long as you stay within the guidelines. If all of these issues are evaluated and corrected, then you can move on. Furthermore, the leaves should include Teflon inserts on each end to reduce inner leaf friction. As the rear end rotates on acceleration, the left wheel moves rearward more so than the right wheel, creating a slight amount of rear steer to the left. 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. Because of restraints in design and the need for geometry controls for moment center placement, we have to live with those properties. Stiffening the LF and/or softening the RF spring decreases dynamic wedge during deceleration. by 72firechicken Wed Jun 22, 2011 3:46 pm, Post This is important due to the fact that some springs may be in various warehouses, dealers and chassis shops for up to two three years before reaching the race team. The wedge/bite will be determined by the rear spring split (different spring rate from left to right) combined with the front springs and the size of lowering blocks used. A common misconception is that arch affects free spring rate, which it does not. 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). Landrum Springas well as many top-level teams have found this to be counterproductive when setting up a car and compiling consistent results. The track radius used to determine stagger matters the most where the car will be accelerating. Raise the front LR trailing arm mount. The entry and exit to and from the middle are affected by transitional components in the car. Static deflection of a spring equals the static load divided by the rate at static load; it determines the stiffness of the suspension and the ride frequency of the vehicle. TUNING THE CAR WITH SPRINGS REMEMBER: "STIFF SPRING GETS THE WEIGHT" Rear to front weight transfer (deceleration) POINTS TO REMEMBER: (1.) SPRINGS WITH HIDDEN COST $$:Simply put it, buyingGOLD COILSmay save most any race team money. Complete kit includes a pedal with a built-in return spring and throttle stop, universal firewall bell crank. If too much of the bias is on the rear brakes, the car will be loose under heavier braking. 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. 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. When it happens on the left front, the chassis will lose bite. If one corner of the car is shocked stiff, then as that corner desires to move in compression, more load will be retained by that corner as well as the opposite diagonal corner of the car during the compression cycle only. As a result, not every spring will come out exact. When choosing a brand of coil springs several issues should be addressed. 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. The cure must address where the car is not handling and ideally not affect those areas where the car is good. Engineered to hold a great amount of stored energy for instant weight transfer. Maximum U-bolt torque for 1/2 diameter, plated U-bolts are 45 lbs. The shorter upper A-arm decreases in length faster than the lower control arm causing camber loss. The reason is because it is very easy to change the component as well as check the rate, unlike leaf springs and some total hydraulic shock suspensions. We race a '76 Pontiac LeMans with the 4 link rear. DISPOSE OF DAMAGED SPRINGS:While springs are made of a high-tensile strength wire, they are susceptible to damage from impact. These are the general rules unless you are trying to "tie down" a corner. Increase Left Rear Spring Rate. However, it does affect the installed rate. Yes, I get inquiries about how to apply the BBSS setups to both of these types of cars. 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. Below are suggestions on selecting a spring for your application. The lateral location of the third link can affect the distribution of load among the two rear tires that results from acceleration and antisquat. Moving the pull-bar or just the third link to the left increases the loading on the LR tire during acceleration. The basics remain the same, but with a few critical adjustments. Solid bushings provide stable and predictable handling characteristics that lead to more consistent lap times. You must try to determine if your setup is balanced and then if not, make the necessary changes to bring it into a balanced state. EMERGENCY HELP CELL# 973.951.5135. 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. Never over torque the stationary end (front eye) bolts, as it will prevent the suspension from moving freely. Shocks affect the motion of the corners of the car and therefore the placement of loads during transitional periods. Brake Bias Also, excessive torque of the shackle bolts will increase the installed rate. They report running about 0.75 inch and complain that the car is tight off the corners. In addition, fiberglass springs are sensitive to heat. Rear Geometry Free rateis the rate of the spring when it is out of the chassis. Spring rates range from 200-pounds to 225 pounds, plus you can specify three ride heights. The spring rates and spring split across each axle help determine the desired attitude, or roll angle of that end of the car. Roughly 8-10 degrees of third link angle is sufficient to promote antisquat and not hurt your corner entry. If it is too far to one side, then changes to the brake master cylinder sizes and/or the pad compounds might need to be made in order to maintain a centered-bias adjuster. Bump Steer Gauges & Set Up Tools; Stagger Tools; Tire Temp Gauges; Toe Tools; Turn Plates; . If a user was to lose their sheets then we should be able to pull the data up at a later date. LANDRUM SPRING and many of the top chassis manufacturers recommend that the shackles never extend straight back. In some instances the manufacture may have to choose chrome vanadium wire, instead of chrome silicon. Measure the angle derived from the two lines. For example, while testing at Charlotte, a car had a 375# tagged spring in the rear, the driver felt that the car was loose on corner entry and the Hoosier tire temperatures supported his feel. We hope you enjoy shopping at Circle Track Supply, Inc. 9. 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. 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. Post Ask your supplier what materials the spring consists of. Landrum Performance Springs offers a range of aftermarket suspension springs used primarily in Circle Track Racing, Drag Racing, Off-Road Racing & Powersports markets. Only use springs manufactured by companies such as LANDRUM SPRING that have a complete manufacturing facility. Chrome silicon generally comes only in no larger than a .625 size from wire suppliers in the USA. It is the purchasers responsibility to order the correct products through their personal racing experience. Higher arch springs tend to work better on the dirt tracks whereas the lower arch springs perform better on the asphalt tracks. 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. Good luck. How to Raise Cross Weight in iRacing Setup Try one or two click on each spring perch shown above to raise the cross weight. 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. It's been three years since we discussed the subject of handling fixes. can develop a winning setup. Same weight, same board, but now let's use a 25 pound spring and a 50 pound spring. To determine the effective angle of a shackle, pull a string from the center of the front eye to the center of the rear eye of the spring, and then a line from the rear eye through the shackle pivot point. We can also use prodive to hasten the movement of the left-front corner on turn entry. LANDRUM PERFORMANCE SPRINGSmakes no guarantees that these charts will be suitable for each racers needs. Decrease the Pre-Load on the Stabilizer Bar. The disadvantage of this style spring is that the spring rate has a progression in spring rate. When this occurs, the car will increase spring pre-load and do one of two things. Leaf-Spring Systems - The leaf-spring rear suspension system locates the rear-end fore and aft, as well as laterally using the leafs. Usually, improved mid-turn handling offers the most gain in overall performance, and that is why we start there. on the left rear and 225 lbs. In the case of an unbalanced setup causing a tight condition, the rear of the car wants to roll more so than the front. Racing Shocks Setup Tips for Dirt and Asphalt Here are some racing shock setup tips you can apply at the race track. This style is sufficient to control axle torque and dampening, while maintaining ride height. Toggle menu. Disc brake spacers will further impact the height. If the wheel is turned farther at speed, the car is tight. The control arm angles affect the rear steer and the third-link angle can redistribute load upon acceleration. Aero Package Therefore, decreasing its long term effectiveness and life. Moreover, on super-speedways, the raised frame height will result in the car having to push too much air. Designing a spring also requires considering the wire size, O.D., I.D., free height, compressed height and static loads that are to be expected on each spring. These methods, good or bad, can be confusing at times. At Apex Customs Phoenix our expert technicians understand that every suspension package is . In this tech article CIRCLE TRACK provides an asphalt chassis setup guide which delves into the critical elements of a well designed pavement race car to help you get prepared for the new season . Steering Geometry 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. Balance is spoken of in all types of motorsports these days, even F1. 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. For example, if you want 250 lbs. You can decrease the spring rate by increasing the angle, or increase the rate by decreasing the angle. Welcome to our new website! Does it have actual print outs of each spring (data sheets)? Installing the leaf spring directly to a fixed axle seat (no upper or lower rubber mounted pads which are common on GMs) will increase the overall spring rate, wrap-up rate and lateral rate, as well as the braking rate. Both of these are necessary components that will be needed to win championships. 225lr/200rr Chrysler spring. When running balanced setups that work the left-front tire, we must eliminate most of the Ackermann. The idea is to steer the car using different height holes for the rear control arm mounts. The advantage of this style is that the spring is lighter than the multi-leaf. When the car is not balanced, the neutral handling does not stay with the car for very long. Shackle rigidity and length play a role in the installed rate as well. 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. Put the tires on it you are going to race then rotate the tire and scribe a line all the way around the tire.Be as accurate as possible.After you have scribed both tires measure 4'' off the ground the distance between the scribed lines on the front side of the rear end then measure the distance between the lines on the back side off the rear Multi-leaf springs used for racing should incorporate leaves that are diamond trimmed on each end, not leaves that are tapered on the ends. In that time, a lot has changed with how racers on asphalt set up their cars. The track at Santan Junior High School is missing some info Please fill out the form below if you have the local knowledge to help your fellow runners. So, with some of the information we have learned over those years applied, here is a modernized version of that article. In turn, the life of the spring and the number of cycles is reduced. . The steering system in your car must be evaluated and any negative characteristics must be eliminated. The front moment center (MC) location plays a huge role in how the front end wants to work. 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. This is why the driver and the tire temps showed no change. Major League Baseball has . Leaf springs are the oldest form of suspension in racing. 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. When it happens on the right front, the chassis will gain bite. We always start with the front end geometry on any race car. 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 RF and LF wheels will always experience changes in camber as the car enters and rolls into the turns. That troubles me. Not having true continuity between spring and jack plate is an undesirable trait. 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. Here are what we consider to be the 10 most important areas of chassis setup with No. This can enhance the life of the leaf spring because the shock will be absorbing some of the braking forces. Driving style plays a major role in the life of a leaf spring. Even though the winding process using CNC automated equipment is consistent, the variances in the quality of spring wire is not as consistent. 0 It's no wonder. When the front bushing is allowing the front leaf spring to pivot, it transfers all the side loads and lateral forces to rear portion of the leaf spring and shackles or sliders, which were not designed to handle the additional stress. Rubber bushings tend to absorb more energy and loads from the chassis and rear end, therefore the springs tend to last longer. Circle Track - Asphalt; Circle Track - Dirt; Open Wheel - Sprint Car; Off-Road & Tractor Pulling; All Categories ; Shop By Price $0.00 - $98.00 . 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. Let say that a chassis engineered wanted to increase the right front spring rate by only 200#. STANDARDIZED TESTING:Landrum Springuses the same rating system that many of the race teams that participate in the premier race divisions (CUP, ARCA, and IRL uses.) 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. Numerous car builders have come to realize the truth in the above statements. Also, common mishaps of spilling brake fluid or brake fluid contact from simply bleeding the brakes will deteriorate the rubber and break the composite down; therefore, the rubber will fall out and the clips will be loose and slide down the main leaf. WAYS TO ENHANCE PERFORMANCE AND LONGEVITY OF LEAF SPRINGS. When using lowering blocks, remain in the 1 to 3 range. There are several things we can do to help balance the car. 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. Leaf Spring Technical Information. 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. The leaf spring will last longer because the shock will assist in absorbing the dampening forces. As the front brakes are applied, the caliper grabs the rotor and the motion of the wheel/rotor tries to rotate the spindle. 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. Neck Mount 1.525in Black ALL14475. Tapered end leaves have a gradual decrease in thickness on each end. Note:To get the desired front end height (ride height), it may be necessary to modify the springs. HOW TO EXAMINE AND CHOOSE YOUR HIGH PERFORMANCE LEAF SPRING. If you stack a 10-inch 200 rate and 6-inch 200 rate spring, you get a combined rate of 100 pounds per square inch. The chassis was as good or better at the end than it was at the beginning.". Furthermore, the crew made unnecessary changes, wasted valuable time, resulting in wear and tear on the engine, tires and other components. The closer the leaf springs are mounted together (inboard), the more pressure the chassis exerts on the springs through physical leverage. Antidive effect can help the situation. 4. Measure from the main leaf to the datum line. After the supposed spring change, the team then began to change shocks, sway-bars, and pan-hard bar heights. $119.99; 119 - Reward points. The overall work that a shock does is to resist the rebounding of the springs and control the speed of compression. Generally the spring rate will increase when the following is done or decrease on the opposite. This condition is very hard to detect from a driver's perspective. If you lightly brake into the corner and the problem diminishes, then brake bias is the culprit. Increase the Split in the Panhard Bar Heights. Whenever a manufacture sets up to run several hundred springs of one particular rate, the end result is less than perfect. It is possible to have Ackermann in our steering system when we steer left and reverse Ackermann when we steer to the right. Although they are the oldest, they seem to be the least understood. 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. In the next issue of CT, we will delve into the setup problems for a dirt car. 11, 2022 at 1:54 PM PST. Leaf Spring Conversion Chart. We also want to make sure that adjustments to other segments later on do not affect the mid-turn handling. These do not install with rubber isolators either. Once the setup has been balanced and the shocks are decided upon, we need to evaluate the turn-entry characteristics and the fact that brake bias is a very important influence at this segment of the track. The shape of the racetrack can affect how the car is balanced when exiting the turns. How to raise the cross weight in an iRacing asphalt setup. The LF static camber must be increased quite a bit, and the RF static camber must be decreased. 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. $259.99. This applies equally to the shackle and slider ends. The engine should always be aligned perpendicular to the rearend and/or parallel to the centerline of the car. This prevents undesirable chassis and rear end movement, thus creating favorable synergy between the chassis, springs and rear end. 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. The upper BJ is trying to be forced in a forward direction and the lower BJ is trying to be forced in a rearward direction. 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. Our extensive testing has proven this component to produce very erratic handling characteristics. Different bushing diameters and unleveled floors will lead to inaccurate measurements.
