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. Leaf Springs : Leaf Spring : Racing Leaf Spring - Pit Stop USA If the leaf springs hook-up points are installed on the chassis incorrectly the misalignment will produce high stress loads on the spring. hbbd```b``+@$S modified setup by Chuck Barton - Issuu 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. Unbalanced setups exhibit easily observed characteristics, such as unusually high degree of wear and temperature on one tire versus the other tires. Add to cart Details. This leads to bent shackles, warped sliders and misaligned axis points. On asphalt, don't make large changes to components that . The LF static camber must be increased quite a bit, and the RF static camber must be decreased. 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. 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. These set-ups are to provide a reference only. 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 have been softening those setups over the years, but never intended to go to coil bind or bump rubbers. Parabolic Single Leaf Consists of one main leaf with a tapered thickness. Our extensive testing has proven this component to produce very erratic handling characteristics. by 72firechicken Wed Jun 22, 2011 3:46 pm, Post 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. Manufactured from only the best high-tensile chrome silicon material. On the bottom of the leaf, you can get a better look at the segment clamps. These are the general rules unless you are trying to "tie down" a corner. They report running about 0.75 inch and complain that the car is tight off the corners. When using the closed-end type springs, we recommend that the spring be wire tied in place just enough so as to hold the spring in place, but not where the spring is in a bind. 0 Still, teams want the most they can get out of their cars and if all of the above nine items are in order, by all means, go ahead with aero tweaking. 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. What I hear I feel is representative, although those who dive head first into the BBSS mix not because of a perceived and measured expectation of success but because of the "see monkey, do monkey" attitude, will never share what they are doing. by RCJ Mon Jun 20, 2011 9:28 pm, Post Frost Racing - Setup Tips Considering 4-link systems dominate the late-model market and even some classics, let's start there. One should use the same free height, but change rates. How to raise the cross weight in an iRacing asphalt setup. 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. FYI, the springs shown here are stock ride height for a 1970 Nova. Some manufactures even feel and state that racers should monitor a springs free height instead of its rate. MATERIALThe use of a high quality material such as chrome silicon steel is used to assure a long lasting spring that will maintain a consistent rate and hold free height over many cycles. The more third link angle you have, the more antisquat there is. 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. The shape of the racetrack can affect how the car is balanced when exiting the turns. 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. Mono Leaf Spring Consists of one main leaf where the materials width and thickness are constant. 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 opposite occurs when the springs are mounted outward (closer to the wheels). There are four basic types of leaf spring systems in the racing industry today. Good luck. The engine should always be aligned perpendicular to the rearend and/or parallel to the centerline of the car. Stacking Springs for 2.5 Coil-overs. 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). Knowing that every spring has its own characteristics, Landrum Spring, engraves the exact rate of each and everyGOLD COILto 1/10#. If it is turned less, it is loose. The basics remain the same, but with a few critical adjustments. Increase the Rear Tire Stagger. Use a long (60 should be adequate) straight edge as a datum line. 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. The leaf spring will last longer because the shock will assist in absorbing the dampening forces. 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. CTS SUPER DUTY LEAF SPRING ROLLER STYLE SLIDER-CHEVY OR CHRYSLER STYLE. On a metric four-link car, the four control arms determine the rear moment center height too. This happens very quickly and the rear end snaps loose as the throttle is applied. So testing for the fastest lap does not guarantee success. Impact from tire hopping or grazing the wall can bend or unroll the main leaf eyes. Leaf Spring Overall Length. 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. Different bushing diameters and unleveled floors will lead to inaccurate measurements. Several top-level teams have found that this movement actually causes the car to handle inconsistently. 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 . These lightweight clips simply cannot withstand the tremendous forces encountered in racing leaf springs. Therefore, less stagger should be used so that both rear wheels are turning the same rpm off the corner to avoid wheelspin. 3. 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. The disadvantage is that they produce inconsistent spring rates. Reduction of spring life due to high stress loads on the shackle end of the spring. 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 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. LIT-721 80293NDP 2009-2015 Cadillac CTS-V HE. Furthermore, the leaves should include Teflon inserts on each end to reduce inner leaf friction. Let's go through each item and explain how they can affect our turn entry and exit performance. There are several things we can do to help balance the car. One way is to have a rear spring split, where the right rear (RR) spring has less spring rate than the LR spring. Asphalt Late Model-Super Late Model Panels and Kits; . Furthermore, the spring will absorb all the weight transfer, and not plant the tire securely on the track. Carrying an inventory of A-Arm lengths gives you more Instant Center Adjustment choices right at the track. SHOCK SELECTION Leaf Springs | Get Started Racing The entry and exit to and from the middle are affected by transitional components in the car. Shocks affect the motion of the corners of the car and therefore the placement of loads during transitional periods. The cure must address where the car is not handling and ideally not affect those areas where the car is good. DESIGN: Most coil spring failure is directly related to the design of the spring. Once you've made the entry to the corner balanced, check to see if the adjuster is centered. I have always believed in priorities because you can make gains faster when you solve the high priorities problems first. Leaf spring rates can be increased or decreased based on the mounting positions and angles. Raise the Rear Panhard Bar Up on both sides. We race a '76 Pontiac LeMans with the 4 link rear. The car may or may not be neutral in handling, but the handling will not be consistent. I would try it. As a result, the car will have unpredictable chassis characteristics and may cause premature tire wear. However, the negative effects of these bushings greatly outweigh their intended purpose. Simply grinding the spring flat after forging it is like putting excessive ketchup on a bad hamburger. But if your running a stock 4 or 5 leaf set up. I don't get too many reports of continual, repeated wins and successes. Setup Tips for Asphalt Oval Racing 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. Each end has its own moment arm length and resistance to roll as well as other factors. Furthermore, the fiberglass spring is susceptible to damage from rocks and debris. As a result, the inboard springs are mounted the softer the installed rate will be. We hope you enjoy shopping at Circle Track Supply, Inc. by RCJ Wed Jun 22, 2011 8:36 pm, Post 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. by racerx1622 Mon Aug 29, 2011 2:12 am, Post 7. A common misconception is that arch affects free spring rate, which it does not. endstream endobj startxref With the BBSS setups, reduced roll angle is the goal, so using a smaller sway bar is out of the question. An inconsistent clip, such as the Kwick Clip or Banding Clips with rubber insulation, will transfer into an inconsistent side bite. Another negative effect of forged end springs is the fact that the chassis settings may change. Eliminate most of your bumpsteer and Ackermann and install the correct steering ratio for your track that would suite the driver. 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. Antisquat is detrimental to corner entry. No more than 10-15 pound difference, excess split makes car tight. 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. This can be caused by several different conditions, or a combination of those. Chrome silicon generally comes only in no larger than a .625 size from wire suppliers in the USA. Leaf spring geometry. Any links to good articles? LEGEND: May use 1 or 2 90/10 Dampening ShocksOver Rear End to Tighten Car on Corner Entry. 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. Proper U-bolt selection is critical, use only Grade 5 U-Bolts. 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. Decrease the Pre-Load on the Stabilizer Bar. Increase the Split in the Panhard Bar Heights. EMERGENCY HELP CELL# 973.951.5135. When all three phases are balanced, work on driver finesse and practice passing maneuvers running high and low off the corners. PDF By Bob Bolles, Circle Track Magazine In addition, banding clips are frail and tend to break under impact or stress. by 72firechicken Sun Jun 19, 2011 5:44 pm, Post The rate of a spring is the change of load per unit of deflection (N/mm). The advantage of this style is that the spring is lighter than the multi-leaf. by racerx1622 Mon Aug 29, 2011 11:34 pm, Post 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. That is the essence of shock technology related to handling influences. In turn, the life of the spring and the number of cycles is reduced. If the pitch is consistent, but too far apart then the spring will tend to take set and distort. The effect will be a lack of forward and side bite under acceleration. All of theGOLD COILSare packaged with dyno sheets detailing the dynamic rate in a graphical form as well as numerical form. Circle Track - Asphalt Chassis | Allstar Performance If you could slide the MC to the right, or outside of the turn for you road racers, the front end will get stiffer. The MC should always be somewhere close to the centerline (i.e., midway between the tire contact patches). PHOENIX (3TV/CBS 5) Spring training fans can now mark their calendars about which games they want to attend. 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. The car is loose right at mid-turn and off the corner. Welcome to Allstar Performance! Many times hair-line fractures and cracks cannot be seen without the aid of a florescent penetrant inspection. In the front-end geometry, there is a condition called Ackermann. WAYS TO ENHANCE PERFORMANCE AND LONGEVITY OF LEAF SPRINGS. This can cause an undesirable change in spring rate and wheel base settings. Decrease RR Trailing Arm length by 1/8 inch. by RCJ Wed Jun 22, 2011 9:05 am, Post When the LR tire is the coolest on the car, the rear spring split may be too much. 2. If too much of the bias is on the rear brakes, the car will be loose under heavier braking. If you have to steer to the right at mid-turn, bring the car back in. When the car is not balanced, the neutral handling does not stay with the car for very long. Shocks 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. Here is an explanation of balance related to the dynamics of the race car. 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. The effect is huge. It helps to install brake bias gauges and then adjust the amount of pressure front to rear. Through interviewing various teams, we found that current spring suppliers were using many various methods of rating coil springs. Make small adjustments, about one half of one percent. Trends are a part of this learning curve and greatly influence some, but not all racers. DATA PRINTOUTS:Having springs packaged with data information is crucial to any serious race team. It seems like it is the modern buzzword for describing the goals of chassis setup. (2.) The rear end should be at right angles to the chassis centerline, and the right side tire contact patches should be inline. 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. The center of gravity (CG) height influences where the MC should be located. As we use the left-front tire more and more, the negative results of Ackermann become more apparent. The setup that will stay consistent throughout the race is the one that wins, and balance provides that consistency. Although they are the oldest, they seem to be the least understood. 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. When they are working together, the car is well on the way to a balanced state. Solid bushings provide stable and predictable handling characteristics that lead to more consistent lap times. Make sure your brake bias is tuned correctly. 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. The springs are tall and constructed from small-diameter, high-tensile chrome silicon wire, providing the correct rate for the listed application. Antidive and antisquat are mechanical influences that can help our transitional phases of entry and exit. Every time that the material is heated, it removes carbon from the material. These methods, good or bad, can be confusing at times. Leaf springs possess many desirable suspension features, such as dampening, forward bite, roll over steer, high anti-squat percentage, and high lateral stiffness. A dampening shock may be used to tighten the car on entry. Find where to run in Chandler, Arizona - runtrack.run Furthermore, band clips are frail and tend to break, stretch and fail under minimal contact (opponents right front fender hits your left rear spring). The clip is installed by using a hydraulic press to assure proper tightness. 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. The tapering thicknesses are inconsistent which translates into inconsistent spring rates. Furthermore, because the front eye is allowed to pivot, it does not have any solid displacement to drive the car forward. Whenever a manufacture sets up to run several hundred springs of one particular rate, the end result is less than perfect. 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. Decrease the Angle of the Upper Trailing Arm. 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. asphalt metric street stock setup asphalt metric street stock setup on March 30, 2023 on March 30, 2023 The new spring is tagged 2,200#; on the other hand, the unknown rate is 2,310#. 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. Other helpful hints are available from our technical experts. How To Master Traction in Your Leaf Spring Car Part I Instant Center Adjustment - JOES Racing Products When towing the race car, avoid strapping the vehicle by the chassis. 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. We should start with the mid-turn handling because problems that affect the car in the middle can also affect the entry and exit. 241 0 obj <>stream 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. 11, 2022 at 1:54 PM PST. Circle Track - Asphalt; Circle Track - Dirt; Open Wheel - Sprint Car; Off-Road & Tractor Pulling; All Categories ; Shop By Price $0.00 - $98.00 . 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. 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. Rear Steer Design - Chassis Setup For Improved Cornering - Circle Track How to Raise Cross Weight in iRacing Setup Try one or two click on each spring perch shown above to raise the cross weight. 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 reasons are easy. Not having true continuity between spring and jack plate is an undesirable trait. The left side suspension usually is designed with about half the angle of the right side in a conventional design. The very last thing you need to worry about is your aero package. 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. Clench clips (see Figure 2) have been proven to maintain a more consistent spring rate because of its ability to retain its clamping force. Once it reaches a predetermined point, the divider hits the stop and the top spring is no longer able to compress. If a user was to lose their sheets then we should be able to pull the data up at a later date. 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. How much does each spring compress? Long gone are the days of saying that the MC is not important. Plan out changes that could help improve performance or durability. 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. Increase the LF Spring Rate. Here are what we consider to be the 10 most important areas of chassis setup with No. At Apex Customs Phoenix our expert technicians understand that every suspension package is . If there are any marks or distortions on the spring they should be discarded. These bushings produce a solid rear housing displacement for added traction. Recommended Basic Setups. This prevents undesirable chassis and rear end movement, thus creating favorable synergy between the chassis, springs and rear end. 8. Toggle menu. Set Up Tools and Parts. Same weight, same board, but now let's use a 25 pound spring and a 50 pound spring. Causing the right front tire to have a higher tire temp, as a result, a shorter life of the tire. This is very "old school" but when applied with a balanced setup, very effective. Welcome to our new website! We must develop ways to create more rear traction on acceleration only. Maximum U-bolt torque for 1/2 diameter, plated U-bolts are 45 lbs. Coil Spring Technical Information. 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. There are two different way to run stacked springs. Brake Bias In addition, teams would not have to purchase expensive testing equipment. The ground end springs are the best way to achieve complete spring square-ness. The spring rates and spring split across each axle help determine the desired attitude, or roll angle of that end of the car. 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 The installed rate is the rating of the spring as it is positioned within the chassis itself. Yes, I get inquiries about how to apply the BBSS setups to both of these types of cars. 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. The disadvantage is that the spring will not tend to lock in place and may turn in the control-arm bucket. 208 0 obj <> endobj To check if the spring and jack plate is making true contact, simply inspect the contact points. I talk to lots of racers representing every form of circle track racing in every region of the country and beyond. 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. So, with some of the information we have learned over those years applied, here is a modernized version of that article. Check Tire temps, if LF is coolest (unbalanced setup): Decrease front springs, maybe even use reverse split (LF stiffer). The optional third day of the Performance Driving course offers extended track time with more in-car coaching and driver development. endstream endobj 209 0 obj <. The front may be too stiff compared to the rear. If and when the length exceeds the outside diameter ratio then the spring will tend to bow, similar to the shape of a banana. Examine the spring immediately upon receiving. Hopefully the data contained in these pages was informative.
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