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. These do not install with rubber isolators either. Set Up Tools and Parts. We must develop ways to create more rear traction on acceleration only. Solid bushings provide stable and predictable handling characteristics that lead to more consistent lap times. The following information and diagram may be beneficial for installing and checking mounting points. The influence of the location of the front MC can be compared to a sliding scale. The setup we choose needs to be arranged so that the dynamics are balanced between the front and the rear suspensions. Example the leaf will be 2 1/2 wide throughout its length, and .323 in thickness throughout its entire length. The idea is to steer the car using different height holes for the rear control arm mounts. Fiberglass Leaf Spring The fiberglass leaf spring is made of a mixture of plastic fibers and resin; it is lighter than all other springs. SHADOW RACING PRODUCTS973.684.7270www.shadowracing.com. 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. dQ#A$70 Q,6D|B@1" hKF? In disciplines like dirt and asphalt circle track racing, suspension setups often require a highly specialized approach in order to maximize stability and grip, and that's led manufacturers to develop a number of different ways to approach common issues. Forged ends are only desirable when mass production of a loose tolerance spring is acceptable, for example, the agriculture or industrial industry. Although they are the oldest, they seem to be the least understood. DESIGN: Most coil spring failure is directly related to the design of the spring. on the right rear, you should not install a taller spring on the left rear with the same spring rate as the right rear. Same weight, same board, but now let's use a 25 pound spring and a 50 pound spring. 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. The following is a list of things that can make the car not want to turn or make the car loose. by racerx1622 Mon Aug 29, 2011 11:34 pm, Post 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 car came with everything the team needed except the motor and tranny. Here is a recent quote from a reader who has found that perfect balance. If too much of the bias is on the rear brakes, the car will be loose under heavier braking. Since each spring is bearing 50 pounds of weight, the 25 pound spring will compress two inches, and the 50 pound spring will compress one inch. I have had a lot of feedback from teams who did the same with the same results. Do not seek aero downforce at the expense of aero drag increase. Ackermann is easily checked by using a laser system or strings. In the case of an unbalanced setup causing a tight condition, the rear of the car wants to roll more so than the front. Decrease RR Trailing Arm length by 1/8 inch. I plot them like its a ladder bar (if its right, wrong, backwards, I dont care it works for me) and had it setup with an IC of around 30 (20 inch front segment, 8 inchs off ground) With this setup the car went 9.98 with a pump gas small block and some spray but it was killing the tire. 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. For instance, a 1300 lb/in spring may be 1325 the first inch, 1395 the second and 1460 the third inch. This system uses two springs on tip of each other in series. Numerous car builders have come to realize the truth in the above statements. Free rateis the rate of the spring when it is out of the chassis. The right-side tire contact patches will also need to be inline with the right front tire pointed straight ahead. All the driver knows is that the car is loose. Pivot bushings are bushings that were designed to remove the bind between the chassis and the spring. WAYS TO ENHANCE PERFORMANCE AND LONGEVITY OF LEAF SPRINGS. Use a Smaller Front Stabilizer Bar. We can raise the Panhard bar to raise the rear roll center, which will cause the rear suspension to want to roll less. Driving style plays a major role in the life of a leaf spring. And, it must be economically applied. A-Arm length and mounting height have a dramatic effect on Instant Center Location. Published: Mar. 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. Balance is spoken of in all types of motorsports these days, even F1. Never over torque the stationary end (front eye) bolts, as it will prevent the suspension from moving freely. x 13tall x 200# coil spring) may be engraved 201.8. If all else were correct, such as alignment, Ackermann, setup balance, and so on, and the car was still tight or loose, then the crossweight percentage is probably wrong for the weight distribution in the car. 4-Link Each suspension system desires to do its own thing when lateral forces are introduced from the car going through the turns. Those were salvaged out of the old car and were perfectly fine. 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. At the front end, we can do a few things to cause the front to roll more to try to match the rear roll angle. I have talked to racers who run on tracks that require 1.75 to 2.00 inches of stagger. Decrease the Split on the Rear Panhard Bar Heights. 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. The tire temperatures still supported his feel. Decrease the Pre-Load on the Front Stabilizer Bar. Conclusion by 72firechicken Tue Jun 21, 2011 1:34 pm, Post This induces less rear steer when the car squats on exit. The front moment center (MC) location plays a huge role in how the front end wants to work. The reasons are easy. The same theory applies to leaf springs. These are the general rules unless you are trying to "tie down" a corner. Our springs are available in a wide range of sizes and rates. We mostly use the sway bar to tune for traction off the corners. Make small adjustments, about one half of one percent. The engine vibration and the contact of the new wheel being installed on the hub face generally causes enough instability to cause the spring to shift in the pocket. 9. The LF static camber must be increased quite a bit, and the RF static camber must be decreased. 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). Manufactured from only the best high-tensile chrome silicon material. Address: 304 5th Creek Road, Statesville, NC, US, 28625; In addition, the choice of this material will allow a manufacture to wind the spring out of smaller wire to incorporate a larger pitch, which will inadvertently allow more travel and produce a lighter weight spring. When not racing, keep the springs unloaded by simply placing a jack stand under the chassis frame rail. After stiffing the spring to a 400# tagged spring the driver did not feel any changes. Furthermore, the fiberglass spring is susceptible to damage from rocks and debris. Multi-Leaf Spring This type of leaf spring has more than 1 leaf in its assembly. 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. This eliminates the inaccuracies and confusion of trying to figure out how each spring is rated. FYI, the springs shown here are stock ride height for a 1970 Nova. A front wheel offset to the outside will increase leverage of the lower A-frame against the coil spring, and the nose of the car will be lower. Sliding the MC left and to the inside of the turn makes the suspension softer. We are only talking about a difference of 0.040- to 0.060-inch, but that is enough to help stabilize our car on exit and provide added bite. by RCJ Mon Jun 20, 2011 9:28 pm, Post Adjust Cross Weight as changes are made to keep the car neutral. Both of these are necessary components that will be needed to win championships. Some manufactures even feel and state that racers should monitor a springs free height instead of its rate. Long gone are the days of saying that the MC is not important. 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. Leaf springs are the oldest form of suspension in racing. 269-463-8000; Sign in or Register; Compare ; Cart. These springs tend to stay locked in place when the suspension is unloaded; for instance, changing a tire during a pit stop. 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. However, under racing situations, this may cause the chassis and rear end to have excessive movement, thus producing erratic handling. 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. Landrum Spring feels that forging has more negative than positiveeffects and should not be used in racing applications where accurately rated springs are crucial. We also want to make sure that adjustments to other segments later on do not affect the mid-turn handling. If the front is diving under braking then add anti-dive to front suspension. Cars that don't turn well are very likely to have poor MC designs. 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. Make sure your brake bias is tuned correctly. by RCJ Wed Jun 22, 2011 9:05 am, Post So testing for the fastest lap does not guarantee success. Allstar Performance $44.99. This develops more crossweight as the car squats on acceleration. The Antis Raise the Rear Panhard Bar Up on both sides. 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. Chrome silicon generally comes only in no larger than a .625 size from wire suppliers in the USA. Decrease LR Shock rebound and/or increase RF Shock compresion. It doesnt solve the problem of multiple heat runs it simply tries to hide the fact. We were 0.13 faster than we qualified. Decrease the amount of rebound in the LR shock and/or soften the rebound in the RF shock to help this situation. 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. Once you've made the entry to the corner balanced, check to see if the adjuster is centered. Furthermore, the life of the spring will be extended due to the fact it is not under high stress, but more importantly, handling will be consistent. That is the best description of the result of the dynamic force that influences each system. The setup is balanced when the LF and LR tire temps are similar. The effect will be a lack of forward and side bite under acceleration. If this component on your car is not right, then the whole car will suffer, no matter what else you do. In that time, a lot has changed with how racers on asphalt set up their cars. 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. It just won't work. Leaf Spring Suspension Performance Tips. Some springs may need .780 or .810 wire so as to not to be high stressed. 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. The current spring is tagged 2,000#; however, the unknown actual rate is 1,900#s. Surface Open to the public Mark as open if it is closed due to COVID-19 but open usually. Choosing too light of a spring rate will cause the spring to be in a higher stress situation, thus losing ride height. SAMPLES: What really makes the setup work is precise shackle angles, the angle that you mount the shocks, and keeping that right rear free-moving." The left side suspension usually is designed with about half the angle of the right side in a conventional design. The opposite of Ackermann is called reverse Ackermann. CTS SUPER DUTY LEAF SPRING ROLLER STYLE SLIDER-CHEVY OR CHRYSLER STYLE. A shackle with a 3 degree layback incorporates a stiffer installed rate than a shackle at 25 degrees layback. We can also use prodive to hasten the movement of the left-front corner on turn entry. Increase the Caster. In addition, banding clips are frail and tend to break under impact or stress. One should use the same free height, but change rates. Different bushing diameters and unleveled floors will lead to inaccurate measurements. 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. Address: 304 5th Creek Road, Statesville, NC, US, 28625; Free Phone: 1-704-871-0817; On the bottom of the leaf, you can get a better look at the segment clamps. As a result, not every spring will come out exact. SPRINGS WITH HIDDEN COST $$:Simply put it, buyingGOLD COILSmay save most any race team money. If the rear end is not aligned properly, the car may be either tight or loose in all three phases of the turns. The center of gravity (CG) height influences where the MC should be located. Simply grinding the spring flat after forging it is like putting excessive ketchup on a bad hamburger. Knowing this,Landrum Springas elected to rate, dyno, print (numerical as well as graphical data), engrave each springs serial# and rate. Coil springs are the most common used spring in most all motor-sports today. Recommended Basic Setups. 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). Measure from the main leaf to the datum line. Hopefully the data contained in these pages was informative. Springs should be replaced after a chassis has received a severe blow. 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). The opposite occurs when the springs are mounted outward (closer to the wheels). The lateral location of the third link can affect the distribution of load among the two rear tires that results from acceleration and antisquat. 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. PHOENIX (3TV/CBS 5) Spring training fans can now mark their calendars about which games they want to attend. Furthermore, the crew made unnecessary changes, wasted valuable time, resulting in wear and tear on the engine, tires and other components. It must show a consistent gain in performance and a logical ideology to the bulk of race teams. 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. 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. Designed for drag racing where maximum weight transfer is needed. The front half of the leaf spring should be sufficient to control rapid positive torque. As a result, the spring will tend to fail under loads. 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. On a metric four-link car, the four control arms determine the rear moment center height too. Steering Geometry This happens very quickly and the rear end snaps loose as the throttle is applied. DATA PRINTOUTS:Having springs packaged with data information is crucial to any serious race team. In addition, the leaf spring suspension is more forgiving on chassis set-up errors. When installing these springs, the arch will be pulled out, creating higher stress on the spring that will eventually decrease the life of the spring. The spring rate is lighter than other styles of leaf springs and usually requires a device to control positive and negative torque loads as well as requiring coil springs to hold the chassis at ride height. I have always believed in priorities because you can make gains faster when you solve the high priorities problems first. However, the cost is three times greater. Setup Balance The actual total spring change instead of 200#s is 410#, over 100% more or twice the spring change desired. Leaf Spring Conversion Chart. can develop a winning setup. It is the purchasers responsibility to order the correct products through their personal racing experience. Try to install shock rates to complement the car's setup. However, it does affect the installed rate. 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. This can be caused by several different conditions, or a combination of those. No one including us can guarantee every spring to rate out exactly. Decrease Upper Control Arm Angle on the Rearend. The new spring is tagged 2,200#; on the other hand, the unknown rate is 2,310#. With setups that use a very stiff right rear spring, the angle of the right trailing arm will need to be less than when using a conventional softer spring because that corner will move less. Furthermore, if in the event that there is a spring failure, we can trace the springs history and make up all the way back to the wire source. 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. Let say that a chassis engineered wanted to increase the right front spring rate by only 200#. Verify the leaf spring for consistency in the arch. 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. 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. To check if the spring and jack plate is making true contact, simply inspect the contact points. The spring will not have any consistent spring pre-load from one spring to another; as a result, the chassis will not respond consistently. 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. Here is an explanation of balance related to the dynamics of the race car. The RF and LF wheels will always experience changes in camber as the car enters and rolls into the turns. As we use the left-front tire more. How to raise the cross weight in an iRacing asphalt setup. 7. Maximum U-bolt torque for 1/2 diameter, plated U-bolts are 45 lbs. But if your running a stock 4 or 5 leaf set up. The entry and exit to and from the middle are affected by transitional components in the car. The rear stagger should be matched to the racetrack and not used to correct handling problems. 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. 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. %%EOF This tends to tighten the car on corner entry and through the middle of the corner. The leading edge of each leaf plays a role in determining spring rates. Below are suggestions on selecting a spring for your application. Racing Shocks Setup Tips for Dirt and Asphalt Here are some racing shock setup tips you can apply at the race track. LANDRUM SPRING and many of the top chassis manufacturers recommend that the shackles never extend straight back. These methods, good or bad, can be confusing at times. 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.

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