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. Some manufactures even feel and state that racers should monitor a springs free height instead of its rate. We can also use prodive to hasten the movement of the left-front corner on turn entry. 0 Furthermore, band clips are frail and tend to break, stretch and fail under minimal contact (opponents right front fender hits your left rear spring). by racerx1622 Thu Aug 25, 2011 5:51 pm, Post The other types of ends are the closed and open tangential ends. With the exception of U-Bolts LANDRUM recommends Permatex Anti-Seize on all leaf spring bolts, pivoting points, and slider components to promote free movement in the suspension. As the front brakes are applied, the caliper grabs the rotor and the motion of the wheel/rotor tries to rotate the spindle. This induces rear steer when the car squats on exit. Bushingchoice can affect spring rates. DATA PRINTOUTS:Having springs packaged with data information is crucial to any serious race team. The length decreases, the width increases, the thickness increases, the number of leaves increases, Brinell hardness increases, utilizing a harder durometer bushing. Increase the Rear Tire Stagger. A trend must prove itself in order to stand the test of time. To fix this, reduce the rebound rate in the LR shock and/or stiffen the compression rate on the right-front shock. Aero Package In turn, the life of the spring and the number of cycles is reduced. The more third link angle you have, the more antisquat there is. Run the car at a moderate speed through the middle well below race speed and note how far the steering wheel is turned. LIT-A950700016 80275NDP Ford Mustang Cobra HE. Lower the Rear Panhard Bar on both sides (frame and rear-end attachment). We should start with the mid-turn handling because problems that affect the car in the middle can also affect the entry and exit. That simple test has helped many teams quickly determine the status of their setups so they will quickly know which direction to go when tuning the mid-turn handling. Another problem occurs with inconsistent resin mix which will cause the leaf to splinter and break. Here is an explanation of balance related to the dynamics of the race car. If you lightly brake into the corner and the problem diminishes, then brake bias is the culprit. You can decrease the spring rate by increasing the angle, or increase the rate by decreasing the angle. Increase the LF Spring Rate. The front end should always be weighed to ensure proper spring selection. For example, ARCA and other type stock-car chassis whose accuracy of pit stop changes are a necessity. CTS SUPER DUTY LEAF SPRING ROLLER STYLE SLIDER-CHEVY OR CHRYSLER STYLE. Tire temperatures can tell a lot about the setup and where we need to look to fix the setup balance problem. Running dampening shocks not only will tighten the car on entry, but will also prolong the life of the spring. If the pitch is consistent, but too far apart then the spring will tend to take set and distort. Disc brake spacers will further impact the height. 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. Only use springs manufactured by companies such as LANDRUM SPRING that have a complete manufacturing facility. 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 end.You might get a number from the front like 72 .5'' , the number from the back might be 72.375 this would be 1/8 total toe out.This does not tell you if one side has 1/8 toe out and the other has 0 toe.Putting the axle in the car measureing from the center line ,string it etc..will tell the toe of each wheel.You might think this crazy but I've looked down the side of enough race cars I can see an 1/8 toe with my eyes. However, under racing situations, this may cause the chassis and rear end to have excessive movement, thus producing erratic handling. Coil Spring Technical Information. Stiffening the LF and/or softening the RF spring decreases dynamic wedge during deceleration. Rubber bushings tend to absorb more energy and loads from the chassis and rear end, therefore the springs tend to last longer. 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 run a monoleaf on the right and a stacked leaf on the left. Then all you have to do is maintain that balance throughout the season and that means resisting making changes that take you outside that envelope. Setup With a big-bar Mike Leary of Leary Racing Shocks recommends adding wedge to the car by preloading the bar. The advantage of this style is that the spring is lighter than the multi-leaf. 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. When they are working together, the car is well on the way to a balanced state. by 72firechicken Sun Jun 19, 2011 5:44 pm, Post 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 stiff LF spring setup does not work well on tracks banked over 10 degrees. Place the straight edge on the spring so that it intersects the front and rear bushing. endstream endobj startxref Once it reaches a predetermined point, the divider hits the stop and the top spring is no longer able to compress. Theinboard mounting positionof the springs play an important role as well. This tends to tighten the car on corner entry and through the middle of the corner. Bite Off The Corners Circle track leaf spring help - Don Terrill's Speed-Talk So, with some of the information we have learned over those years applied, here is a modernized version of that article. The car may or may not be neutral in handling, but the handling will not be consistent. Measure the angle derived from the two lines. Negative effects include limited number of spring cycles, loss of spring life, and loss in ride heights. 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. The overall general rule is that the angles between the driveshaft and both the pinion shaft and the transmission output shaft need to be equal and in opposite directions. PDF BIG BAR S - Longacre Racing on the right rear, you should not install a taller spring on the left rear with the same spring rate as the right rear. Set Up Tools and Parts. 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. For instance, a J200 (5o.d. 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). The disadvantage is that the spring will not tend to lock in place and may turn in the control-arm bucket. by RCJ Wed Jun 22, 2011 9:05 am, Post Softening the LF and/or stiffening the RF spring increases dynamic wedge during deceleration. There can be a small amount of rear steer as the. 224 0 obj <>/Filter/FlateDecode/ID[<04189D418AA83747B285A384057BE34D>]/Index[208 34]/Info 207 0 R/Length 92/Prev 972353/Root 209 0 R/Size 242/Type/XRef/W[1 3 1]>>stream Speed up and do a few hot laps, and again note the position of the steering wheel. All of theGOLD COILSare packaged with dyno sheets detailing the dynamic rate in a graphical form as well as numerical form. Lower the front LR trailing arm mount. Increase the Angle of the Upper Trailing Arm. When the shock travels, the divider between the shocks moves up the shock body. Shocks affect the motion of the corners of the car and therefore the placement of loads during transitional periods. Clench clips (see Figure 2) have been proven to maintain a more consistent spring rate because of its ability to retain its clamping force. 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. Try to understand how aero downforce is created and then configure your car so that you take advantage of every area where you could produce more downforce. Take this into consideration when adding a fiberglass hood, aluminum heads, or when putting the battery in the trunk. If you have to steer to the right at mid-turn, bring the car back in. 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? As we use the left-front tire more. lowers roll steer (tightens car on corner entry), increase pan hard rate (may tighten car in center of corner), lowers roll center (decreases chassis roll), raises roll steer (loosens car on corner entry), decrease pan hard rate (may loosen car in center of corner), raises roll center (increases chassis roll). A tight condition is the number one complaint from drivers. While it is important to monitor free height for spring set, it is more crucial to know the actual rate in its working range. TUNING THE CAR WITH SPRINGS REMEMBER: "STIFF SPRING GETS THE WEIGHT" Rear to front weight transfer (deceleration) POINTS TO REMEMBER: (1.) If a manufacturer decides to produce a spring utilizing chrome silicon (.625) wire in lieu of a .710 where the stress levels are too high, then the spring will more than likely loose free height, take set and even in some cases break. Now we have a slanted board! Solid bushings provide stable and predictable handling characteristics that lead to more consistent lap times. . Powered by Stripe - Designed and Developed by. Decrease Upper Control Arm Angle on the Rearend. The RR tire will be the only one trying to accelerate the car, and it might spin. 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. LIT-A950700006 80249N Ford F-150 LightningHarley HE. Let say that a chassis engineered wanted to increase the right front spring rate by only 200#. Sometimes the car is tight and the driver turns the steering wheel far enough to get the car to turn. 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. The open-end type springs are required when spring security of location is desired. Since the spring promotes rebound and resists compression as inherent properties, then the shock rate of compression control must be less than the rate of rebound control. The stacked spring concept is being used on the left rear, right front and sometimes on the right rear to fine tune the race car. Free of . If we have a top view difference in alignment between the transmission output shaft and the pinion shaft and they are parallel, then the angle to the driveshaft created by that misalignment might be sufficient to provide the needed angular differential needed for loading the U-joint bearings and reducing negative harmonics. FYI, the springs shown here are stock ride height for a 1970 Nova. Make small adjustments, about one half of one percent. Decrease both Front Spring Rates. The driveshaft doesn't know which view these angles are resulting from, just that they are equal and opposite. Driving style plays a major role in the life of a leaf spring. Inspect the end of the spring wire, if it appears to be splayed or tapered you can rest assure the ends have been forged. The left side suspension usually is designed with about half the angle of the right side in a conventional design. 1 being the most important. No one including us can guarantee every spring to rate out exactly. The setup we choose needs to be arranged so that the dynamics are balanced between the front and the rear suspensions. 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. The track radius used to determine stagger matters the most where the car will be accelerating. The following spring/shock combinations are recommendations only. That troubles me. Major League Baseball has . by RCJ Mon Jun 20, 2011 9:28 pm, Post From Conventional to Bump Setup - Magzter Add to cart Details. 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? Reusing a damaged spring could have negative consequences. Transitional components include the shocks, rear roll steer, brakes, rear steer under power, camber change, rear stagger and the Anti's (dive and squat). The current spring is tagged 2,000#; however, the unknown actual rate is 1,900#s. Every race car needs a certain amount of tire stagger. Also, the longer the shackle length, the slower the arc movement which decreases the rate of the spring change. If the LR shock has too much rebound, then that tire will lose a lot of load and not be able to provide traction. 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. 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. So the actual change in spring rate was not an increase of 25# as was intended but a decrease of 2#. LIT-721 80293NDP 2009-2015 Cadillac CTS-V HE. 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. 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. Steering Geometry Good luck. This happens when the crew knows there needs to be a spring split in the rear and installs a stiffer RR spring than the LR spring, but goes overboard and uses a RR spring that is much too stiff. Check Tire temps, if LF is coolest (unbalanced setup): Decrease front springs, maybe even use reverse split (LF stiffer). By Bob Bolles, Circle Track Magazine . 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. Although these changes will alter the height of the car, the spring rates will be unaffected as long as you stay within the guidelines. Drag Racing Front Spring Tec. The tapering thicknesses are inconsistent which translates into inconsistent spring rates. 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. endstream endobj 209 0 obj <. Not having true continuity between spring and jack plate is an undesirable trait. Furthermore, because the front eye is allowed to pivot, it does not have any solid displacement to drive the car forward. Recommended torque is 20 lbs. Post Through interviewing various teams, we found that current spring suppliers were using many various methods of rating coil springs. The components that locate the rear end must be evaluated and set correctly. Also, check out QA1's YouTube channel for tech, product and company videos! And, some aspects of chassis setup build on other aspects. Installing a torque device combined with these types of suspensions will cause the wrap-up rate to be excessive. Because of restraints in design and the need for geometry controls for moment center placement, we have to live with those properties. Rear Geometry The bottom line is that at mid-turn, each end will want to roll to its own degree of angle. We also want to make sure that adjustments to other segments later on do not affect the mid-turn handling. Furthermore, the leaves should include Teflon inserts on each end to reduce inner leaf friction. The spring will not have any consistent spring pre-load from one spring to another; as a result, the chassis will not respond consistently. can develop a winning setup. So in some cases, using chrome vanadium for higher rated springs is a better choose than chrome silicon. Other helpful hints are available from our technical experts. The closer the leaf springs are mounted together (inboard), the more pressure the chassis exerts on the springs through physical leverage. Make sure your brake bias is tuned correctly. Decrease the Pre-Load on the Stabilizer Bar. 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. EMERGENCY HELP CELL# 973.951.5135. Due to the fact of the popularity of the leaf spring system, we felt racers may want to understand more about how the suspension actually works. Leaf Spring Conversion Chart. These theoretical rates are just that, Theoretical. Some rear suspension systems can be adjusted for rear steer. Use a long (60 should be adequate) straight edge as a datum line. An unbalanced car can be very fast, although the thrill lasts but for a short time. Adjust Cross Weight as changes are made to keep the car neutral. So, there is a limit to how much you can get away with and still have a decent corner entry. In some instances the manufacture may have to choose chrome vanadium wire, instead of chrome silicon. The tight or loose condition can exist in one or more of the three phases of a turn (entry, middle, and exit). The LF static camber must be increased quite a bit, and the RF static camber must be decreased. These types are desirable where stock lower control arms are used. In the case of an unbalanced setup causing a tight condition, the rear of the car wants to roll more so than the front. Raise the front LR trailing arm mount. Unbalanced setups exhibit easily observed characteristics, such as unusually high degree of wear and temperature on one tire versus the other tires. Multi-Leaf Spring This type of leaf spring has more than 1 leaf in its assembly. 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 car is loose right at mid-turn and off the corner. If the shackles are long and do not have any middle support or bracing, then the shackle tends to absorb more of the twisting instead of the spring; therefore, your lateral resistance is less. It just won't work. Low-banked tracks require a location more to the left and higher banked tracks are best set up with a MC more to the right of centerline. When this is severe, the front end will push and no adjustment to other setup parameters will seem to help the situation. 3. 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. In testing conventional setups over a five-year period, it was discovered that most tires want no change in camber relative to the racetrack surface as the car dives and rolls. 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. right rear leaf spring with matching arches. 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. Try to install shock rates to complement the car's setup. Usually a 60-65 percent front and 35-40 percent rear bias works for most tracks. The steering system in your car must be evaluated and any negative characteristics must be eliminated. 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. If there are any marks or distortions on the spring they should be discarded. by racerx1622 Mon Aug 29, 2011 11:34 pm, Post Asphalt Chassis Setup - Prepare Your Race Car For The New Season

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