asphalt circle track leaf spring setupwhen will pa vote on senate bill 350 2021

But the most useful rear steer will only occur on acceleration and not at mid-turn. If the rear end is not aligned properly, the car may be either tight or loose in all three phases of the turns. When the car is not balanced, the neutral handling does not stay with the car for very long. How to Raise Cross Weight in iRacing Setup Try one or two click on each spring perch shown above to raise the cross weight. They report running about 0.75 inch and complain that the car is tight off the corners. FYI, the springs shown here are stock ride height for a 1970 Nova. 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. (2.) Decrease the Pre-Load on the Front Stabilizer Bar. 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. 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. 3. The new spring is tagged 2,200#; on the other hand, the unknown rate is 2,310#. As we use the left-front tire more. Impact from tire hopping or grazing the wall can bend or unroll the main leaf eyes. Below are suggestions on selecting a spring for your application. 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. Transitional components include the shocks, rear roll steer, brakes, rear steer under power, camber change, rear stagger and the Anti's (dive and squat). 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. The tight or loose condition can exist in one or more of the three phases of a turn (entry, middle, and exit). Here are what we consider to be the 10 most important areas of chassis setup with No. Also, by increasing the lowering block height, one will be raising the axle height or lowering the front eye which will increase chassis roll. Designed for drag racing where maximum weight transfer is needed. It is possible to have Ackermann in our steering system when we steer left and reverse Ackermann when we steer to the right. Although these changes will alter the height of the car, the spring rates will be unaffected as long as you stay within the guidelines. Both of these are necessary components that will be needed to win championships. Another problem occurs with inconsistent resin mix which will cause the leaf to splinter and break. 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. Our extensive testing has proven this component to produce very erratic handling characteristics. Does it have actual print outs of each spring (data sheets)? It is important to design the spring to its environment as well as its intended use. The front half of the leaf spring should be sufficient to control rapid positive torque. 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. 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. Speed up and do a few hot laps, and again note the position of the steering wheel. These set-ups are to provide a reference only. The amount of difference you need is directly influenced by the installed motion ratio of the spring and the spring rate. Next, tune the entry balance and then tune the exit balance. Some teams refuse to run sufficient stagger to match the radius and banking of the racetrack. Decrease LR Shock rebound and/or increase RF Shock compresion. I have talked to racers who run on tracks that require 1.75 to 2.00 inches of stagger. The disadvantage is that the spring will not tend to lock in place and may turn in the control-arm bucket. If we can get the car to handle well in the middle, then we might have already solved some of the entry and exit problems, too. An inconsistent clip, such as the Kwick Clip or Banding Clips with rubber insulation, will transfer into an inconsistent side bite. The Antis Each and every data sheet clearly shows the pre load as well as the displacement that the spring was tested at. If we have a much stiffer RF spring, we can soften the RF spring, stiffen the LF spring, or run a stiffer LF spring than the RF spring on flatter tracks. Furthermore, these solid bushings control and enhance chassis performance by resisting chassis roll/torque. Reduction of spring life due to high stress loads on the shackle end of the spring. Neck Mount 1.525in Black ALL14475. When not racing, keep the springs unloaded by simply placing a jack stand under the chassis frame rail. Higher arch springs tend to work better on the dirt tracks whereas the lower arch springs perform better on the asphalt tracks. Therefore, decreasing its long term effectiveness and life. There are two different way to run stacked springs. x 13tall x 200# coil spring) may be engraved 201.8. Welcome to Allstar Performance! What happens is that the car responds as if it has a stiffer spring on the left rear; however, because it has more arch, the spring is under a higher stress load. Decrease RR Trailing Arm length by 1/8 inch. With the car set up correctly, it is just a matter of experience and a little racing luck that brings that first win. Tapered leaves have inconsistent run out, thus inconsistent spring rates. Antisquat is detrimental to corner entry. This can be caused by several different conditions, or a combination of those. 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. One should use the same free height, but change rates. It just won't work. There are four basic types of leaf spring systems in the racing industry today. 2. To check if the spring and jack plate is making true contact, simply inspect the contact points. I can't tell you how many times I have refined the MC location in a car and had it totally change the way the car turned, for the better. On asphalt, don't make large changes to components that . Therefore, less stagger should be used so that both rear wheels are turning the same rpm off the corner to avoid wheelspin. When towing the race car, avoid strapping the vehicle by the chassis. Post Brake Bias SAMPLES: With this system you can run a softer rate on the top and a stronger rate on the bottom. However, tie down shocks are becoming less and less desirable. Phone: (585) 352-5590 Fax: (585) 352-5593 130 Buell Road Rochester, NY 14624 Asphalt Modified Set-Up . Fiberglass Leaf Spring The fiberglass leaf spring is made of a mixture of plastic fibers and resin; it is lighter than all other springs. 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. As a result, the spring will tend to fail under loads. The rate of a spring is the change of load per unit of deflection (N/mm). In situations where the exit portion of the track provides less traction and/or the corner is more flat, we might need to develop more rear traction upon acceleration. A very good set of adjustable shocks came with the car also and that helped us when it came time to do the setup. Anything over 3 tends to be excessive and decreases forward bite due to the fact that the torque wrap up or forward thrust resistance of the rear end increases, therefore not allowing any wrap up or torque dampening to occur. Leaf Spring Technical Information. 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. For instance, a J200 (5o.d. The leaf spring will last longer because the shock will assist in absorbing the dampening forces. by RCJ Wed Jun 22, 2011 9:05 am, Post Decrease both Front Spring Rates. The front may be too stiff compared to the rear. 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. Once it reaches a predetermined point, the divider hits the stop and the top spring is no longer able to compress. If the front is diving under braking then add anti-dive to front suspension. Increase the Rear Brake Bias. Make sure your brake bias is tuned correctly. 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. Leaf Spring Suspension Performance Tips. 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. Although they are the oldest, they seem to be the least understood. If there are any marks or distortions on the spring they should be discarded. Let's go through each item and explain how they can affect our turn entry and exit performance. Negative aspects might include excessive bumpsteer (more than 0.030 bump in or out in for each inch of travel is considered negative by most designers), excessive Ackermann (more than a 1/4 degree added steer in either front wheel in 10 degrees of steering input is considered excessive), and incorrect steering quickness. In turn, the life of the spring and the number of cycles is reduced. Antidive effect can help the situation. by 72firechicken Thu Jun 23, 2011 2:12 am, Post 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. 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. When it happens on the right front, the chassis will gain bite. The difference is you also use a stop mechanism lock out nut that stops the travel of one of the springs at some point during shock travel to where the car is then riding on only one spring. A particular car at each racetrack will require a certain amount of rear stagger. The opposite holds true, the shorter the shackle, the faster the rate of change. Even though the winding process using CNC automated equipment is consistent, the variances in the quality of spring wire is not as consistent. The once tight condition now switches to loose as the front gains grip from excess steering angle. The very first step in the process of preparing for the new season is to consider all performance-related items and how they worked last season. Are their hidden cost in the spring purchased? Leaf Spring Conversion Chart. 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. The open-end type springs are required when spring security of location is desired. The chassis was as good or better at the end than it was at the beginning.". LIT-A950700016 80275NDP Ford Mustang Cobra HE. A 1 1/2-inch top view misalignment with a 44-inch driveshaft results in nearly 2 degrees of angle at both the tranny and the pinion shafts. Adjust Cross Weight as changes are made to keep the car neutral. and a 200 lb. That is the best description of the result of the dynamic force that influences each system. Cars with a lower CG should have a MC that ends up farther to the left side of the scale than would cars with a higher CG. Raise the Rear Panhard Bar Up on both sides. DESIGN: Most coil spring failure is directly related to the design of the spring. Note:To get the desired front end height (ride height), it may be necessary to modify the springs. These types are desirable where stock lower control arms are used. Furthermore, with the incorporation of the coil-over spring/shock type suspension, the coil spring and shock ratio is close together and operates as one unit. Then a 2,000# spring could be anywhere between 1,900 to 2,100#. The reasons are easy. Solid bushings provide stable and predictable handling characteristics that lead to more consistent lap times. We felt that more standardized rating would be helpful to everyone involved. Decrease the Split on the Rear Panhard Bar Heights. 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? LIT-721 80293NDP 2009-2015 Cadillac CTS-V HE. Decrease the amount of rebound in the LR shock and/or soften the rebound in the RF shock to help this situation. This simple task will increase the life of the leaf spring dramatically. Published: Mar. The clip is installed by using a hydraulic press to assure proper tightness. WAYS TO ENHANCE PERFORMANCE AND LONGEVITY OF LEAF SPRINGS. Theinboard mounting positionof the springs play an important role as well. %%EOF Generally the spring rate will increase when the following is done or decrease on the opposite. When using coil springs on the rear, changes are made with spring rates not the free height of the coil springs. The center of gravity (CG) height influences where the MC should be located. 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. Unbalanced setups exhibit easily observed characteristics, such as unusually high degree of wear and temperature on one tire versus the other tires. . Smaller gains can come later on after the more important aspects of setup are resolved. HOW TO EXAMINE AND CHOOSE YOUR HIGH PERFORMANCE LEAF SPRING. We should start with the mid-turn handling because problems that affect the car in the middle can also affect the entry and exit. We are at a crossroads at this point in time with setup technology in asphalt racing. When choosing a brand of coil springs several issues should be addressed. If the pitch is too close together then the spring may not have as much travel resulting in coil binding. Pivot bushings are bushings that were designed to remove the bind between the chassis and the spring. Address: 304 5th Creek Road, Statesville, NC, US, 28625; 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. This is how the spring segments are clamped together. Surface Open to the public Mark as open if it is closed due to COVID-19 but open usually. Initial camber settings must be revised when changing from conventional to BBSS setups. This is an effect that increases the amount of toe-out in our race cars when we turn the steering wheel. Coil springs wound with an inconsistent pitch will produce an inconsistent rate. The setup that will stay consistent throughout the race is the one that wins, and balance provides that consistency. If we are loose going into the corner, the LR shock may be too stiff in rebound or the RF shock may be too soft in compression, which transfers load off the LR tire on initial entry under hard braking. ASPHALT MODIFIED (Standard 3 Point and 4-Link Cars) 2006 Set-Up and Technical Guide. We can raise the Panhard bar to raise the rear roll center, which will cause the rear suspension to want to roll less. 2022 Landrum Performance Springs.All Rights Reserved. How to raise the cross weight in an iRacing asphalt setup. If you could slide the MC to the right, or outside of the turn for you road racers, the front end will get stiffer. Some manufactures even feel and state that racers should monitor a springs free height instead of its rate. Although the camber change is quick and the wheel returns to normal camber settings a short time later, once the push starts, it is hard to stop it without slowing down. Also, excessive torque of the shackle bolts will increase the installed rate. Because the torque requirements are low, it is suggested to always use self-locking nuts to prevent nuts from backing off. 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. Bushing choice will also affect spring life, and more importantly, spring performance. right rear leaf spring with matching arches. Also, the longer the shackle length, the slower the arc movement which decreases the rate of the spring change. $119.99; 119 - Reward points. 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. A slight amount of rear steer to the left has been shown to help provide more traction at the rear and bite off the corners where it is needed. When all three phases are balanced, work on driver finesse and practice passing maneuvers running high and low off the corners. can develop a winning setup. The rear end should be at right angles to the chassis centerline, and the right side tire contact patches should be inline. So testing for the fastest lap does not guarantee success. The right-side tire contact patches will also need to be inline with the right front tire pointed straight ahead. So the actual change in spring rate was not an increase of 25# as was intended but a decrease of 2#. If those desired angles are different, then we term the setup unbalanced. These are the general rules unless you are trying to "tie down" a corner. Rear Geometry The reason less shackle angle, more preload on each leaf, and a taller resistance line. SPRING ENDS:The ends of a spring are one of the most crucial of a coil spring. Loss of efficiency can rob power from the drivetrain due to the generation of vibrations and harmonics that are also damaging to the bearings. The free rate is generally progressive, meaning that the leaf spring rate does not increase proportional to the rate of deflection. When running balanced setups that work the left-front tire, we must eliminate most of the Ackermann. 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. Tapered end leaves have a gradual decrease in thickness on each end. Let say that a chassis engineered wanted to increase the right front spring rate by only 200#. 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. We hope you enjoy shopping at Circle Track Supply, Inc. Inspect the end of the spring wire, if it appears to be splayed or tapered you can rest assure the ends have been forged. 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). Leaves that are tapered on the ends are generally used for mass production applications which do not require the close tolerances and consistency in the spring rate that racers demand. The true rate of the spring, not just a tag denoting theoretical rate. Drag Racing Front Spring Tec. Shackle angledetermines the rate as well. In the case of an unbalanced setup causing a tight condition, the rear of the car wants to roll more so than the front. When it happens on the left front, the chassis will lose bite. 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. 208 0 obj <> endobj Let's stay with the circle track lingo. Proper U-bolt selection is critical, use only Grade 5 U-Bolts. Increase Left Rear Spring Rate. The following spring/shock combinations are recommendations only. For example, if the spring industry standard is say 5%. The springs length, width, thickness, number of leaves, hardness,bushings and clips determine the spring rate. CTS SUPER DUTY LEAF SPRING ROLLER STYLE SLIDER-CHEVY OR CHRYSLER STYLE. Leaf springs possess many desirable suspension features, such as dampening, forward bite, roll over steer, high anti-squat percentage, and high lateral stiffness. 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 Make small adjustments, about one half of one percent. 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. If the car is diving excessively under heavy braking, the RF wheel will lose camber quickly and its tire will loose traction. The following diagram illustrates a top view of the rear leaf springs which may be useful in determining a splayed or toed in pattern of the oval track Chrysler set up. If you lightly brake into the corner and the problem diminishes, then brake bias is the culprit. Allstar Neck . This develops more crossweight as the car squats on acceleration. The number one reason a car will be tight and not want to turn is because the front end is not designed properly. 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 hope you enjoy shopping at Circle Track Supply, Inc. Knowing that every spring has its own characteristics, Landrum Spring, engraves the exact rate of each and everyGOLD COILto 1/10#. %PDF-1.5 % Although they are the oldest, they seem to be the least understood. Landrum Spring feels that forging has more negative than positiveeffects and should not be used in racing applications where accurately rated springs are crucial. Through our research, diamond trimmed leaves produce the most consistent spring rate. This induces rear steer when the car squats on exit. 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. It must show a consistent gain in performance and a logical ideology to the bulk of race teams. If there is, try to adjust the brake bias to eliminate the adverse condition. Installed rateis another rate all together. The stiff LF spring setup does not work well on tracks banked over 10 degrees. 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. hbbd```b``+@$S The tapering thicknesses are inconsistent which translates into inconsistent spring rates. Bump Steer Gauges; Canopies & Car covers; . Free rateis the rate of the spring when it is out of the chassis. LANDRUM SPRING has the proper mixture of chrome vanadium, carbon, manganese, silicon, nickel, molybdenum and tungsten. Furthermore, the leaves should include Teflon inserts on each end to reduce inner leaf friction. There are pro and cons to both types. Urethane and aluminum bushings tend to transfer more energy and loads directly to the spring. 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. 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? Adding or removing as little as 50 pounds can also make a difference. Most top shock technicians will be able to help you select the proper shock rates to go along with your particular setup related to your type of racetrack. In addition, teams would not have to purchase expensive testing equipment. In addition, as the spring is put under load the shackle angle increases; therefore, the spring rate decreases under travel. Sliding the MC left and to the inside of the turn makes the suspension softer. It has been found that the misalignment of your tires/wheels presents serious drawbacks to a finely tuned chassis and setup. Allstar Performance $44.99. If the geometry is such that the rear end is made to steer on turn entry so that the RR wheel is farther to the rear than the LR wheel, we have rear steer to the right. 9. A typical problem is a spring that has excessive arch in the center. This malady is more common than most racers know. Chrome silicon generally comes only in no larger than a .625 size from wire suppliers in the USA. The installed rate is the rating of the spring as it is positioned within the chassis itself. "By using two springs in series, the dual setup allows them to have a softer ride . Not having true continuity between spring and jack plate is an undesirable trait. CORRECT MARKING:Having a spring with the correct markings is very crucial. Some rear suspension systems can be adjusted for rear steer. Negative effects include limited number of spring cycles, loss of spring life, and loss in ride heights. 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. "There are two or three basic setups which are really simple, compared to bar car setups. Increase the Split in the Panhard Bar Heights. So don't try it. Try to install shock rates to complement the car's setup. This system uses two springs on tip of each other in series. After stiffing the spring to a 400# tagged spring the driver did not feel any changes. Off-centered adjusters can be very inconsistent. This is very "old school" but when applied with a balanced setup, very effective. by 72firechicken Sun Jun 19, 2011 5:44 pm, Post 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. 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. 11, 2022 at 1:54 PM PST. Other helpful hints are available from our technical experts.

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