No one including us can guarantee every spring to rate out exactly. 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. Different bushing diameters and unleveled floors will lead to inaccurate measurements. This can be caused by several different conditions, or a combination of those. SERIAL NUMBER:Having a spring that has its own serial number is important. Many times hair-line fractures and cracks cannot be seen without the aid of a florescent penetrant inspection. The LF static camber must be increased quite a bit, and the RF static camber must be decreased. The rear tire sizes must be different in order to compensate for the turn radius so that the rpm in both rear wheels will be equal. Verify the leaf spring for consistency in the arch. As a result, not every spring will come out exact. How to Raise Cross Weight in iRacing Setup Try one or two click on each spring perch shown above to raise the cross weight. EveryGOLD COILhas its own dyno sheets incorporated in its box when leaving our facility. One should use the same free height, but change rates. Leaf springs are the oldest form of suspension in racing. In the case of an unbalanced setup causing a tight condition, the rear of the car wants to roll more so than the front. This force is resisted by the ball joints and control amrs. Increase the Angle of the Upper Trailing Arm. Shock rebound rates need to be adjusted to allow the LR tire to stay in contact with the racing surface. With excess Ackermann designed into our cars, on purpose or not, we can gain a lot of toe-out, which causes our front tires to work against each other. Stepped-Up SetupsPerformance Racing Industry 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. The rear stagger should be matched to the racetrack and not used to correct handling problems. Some teams refuse to run sufficient stagger to match the radius and banking of the racetrack. 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. The more carbon removed from the material, the more hardness is removed from the wire. But the most useful rear steer will only occur on acceleration and not at mid-turn. LIT-718 80291 1997 - 2004 Mustang Radiator. Initial camber settings must be revised when changing from conventional to BBSS setups. on the right rear, you should not install a taller spring on the left rear with the same spring rate as the right rear. Complete kit includes a pedal with a built-in return spring and throttle stop, universal firewall bell crank. The reasons are easy. 0 If and when the length exceeds the outside diameter ratio then the spring will tend to bow, similar to the shape of a banana. Multi-leaf springs used for racing should incorporate leaves that are diamond trimmed on each end, not leaves that are tapered on the ends. Also, the longer the shackle length, the slower the arc movement which decreases the rate of the spring change. The RR tire will be the only one trying to accelerate the car, and it might spin. Leaf Springs : Leaf Spring : Racing Leaf Spring - Pit Stop USA Furthermore, the spring will absorb all the weight transfer, and not plant the tire securely on the track. LIT-722 C7 Z06 Corvette Heat Exchanger 80294NDP. When should one use high or low arched springs? Alignment 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. If you stack a 10-inch 200 rate and 6-inch 200 rate spring, you get a combined rate of 100 pounds per square inch. A typical problem is a spring that has excessive arch in the center. Pivot bushings are bushings that were designed to remove the bind between the chassis and the spring. Moving the pull-bar or just the third link to the left increases the loading on the LR tire during acceleration. It is important to design the spring to its environment as well as its intended use. 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. If there is, try to adjust the brake bias to eliminate the adverse condition. by 72firechicken Tue Jun 21, 2011 1:34 pm, Post 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. Several top-level teams have found that this movement actually causes the car to handle inconsistently. Maximum U-bolt torque for 1/2 diameter, plated U-bolts are 45 lbs. 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. This eliminates the inaccuracies and confusion of trying to figure out how each spring is rated. Even though the winding process using CNC automated equipment is consistent, the variances in the quality of spring wire is not as consistent. 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. Toggle menu. The upper BJ is trying to be forced in a forward direction and the lower BJ is trying to be forced in a rearward direction. 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. Here is a recent quote from a reader who has found that perfect balance. The length decreases, the width increases, the thickness increases, the number of leaves increases, Brinell hardness increases, utilizing a harder durometer bushing. 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. Whether you're looking to drop your car for better handling and an enhanced look, or lift your truck so you can climb over rocks and trees and add that aggressive look, we've got you covered! Examine the spring immediately upon receiving. Drag Racing Front Spring Tec. Run the car at a moderate speed through the middle well below race speed and note how far the steering wheel is turned. The shape of the racetrack can affect how the car is balanced when exiting the turns. Leaf Spring Conversion Chart. Furthermore, band clips are frail and tend to break, stretch and fail under minimal contact (opponents right front fender hits your left rear spring). However, under racing situations, this may cause the chassis and rear end to have excessive movement, thus producing erratic handling. The engine should always be aligned perpendicular to the rearend and/or parallel to the centerline of the car. These types are desirable where stock lower control arms are used. The first heating of the material comes when the end of the wire is stamped and the second heating process is when the wire is being rolled to a coil form. In addition, as the spring is put under load the shackle angle increases; therefore, the spring rate decreases under travel. Circle Track FAQs - QA1 This simple task will increase the life of the leaf spring dramatically. This style is sufficient to control axle torque and dampening, while maintaining ride height. 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. Mid-turn handling problems are caused by a car that is either tight or loose. 200 x 200 = 40,000 (Top Spring Rate X Bottom Spring Rate)200 + 200 = 400 (Top Spring Rate + Bottom Spring Rate)40,000 400 = 100 Rate, Click here to download as PDF Chevrolet. Decrease both Front Spring Rates. hb```9,"o@(Yf8 rijYd`Pu9s9`*fm3 fxEGG;`(1Aja;ZYm @PfdPhv` } >--`;Xo!H^`(, H)3](c0 Ri 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. Be careful not to overdue that. 6. 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. Antidive and antisquat are mechanical influences that can help our transitional phases of entry and exit. The tapering thicknesses are inconsistent which translates into inconsistent spring rates. Surface Open to the public Mark as open if it is closed due to COVID-19 but open usually. After the supposed spring change, the team then began to change shocks, sway-bars, and pan-hard bar heights. 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. HOPEFULLY THE INFORMATION CONTAINED IN THE TECHNICAL AREA HAS BEEN HELPFUL. 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. I don't really encourage that method. And, it must be economically applied. Lower the Rear Panhard Bar on both sides. This system uses two springs on tip of each other in series. by racerx1622 Mon Aug 29, 2011 11:27 pm, Post This condition is very hard to detect from a driver's perspective. Check Tire temps, if LF is coolest (unbalanced setup): Decrease front springs, maybe even use reverse split (LF stiffer). For example, if you want 250 lbs. I don't get too many reports of continual, repeated wins and successes. If you have to steer to the right at mid-turn, bring the car back in. Both of these are necessary components that will be needed to win championships. Are their hidden cost in the spring purchased? While it is important to monitor free height for spring set, it is more crucial to know the actual rate in its working range. Proper U-bolt selection is critical, use only Grade 5 U-Bolts. Decrease the Pre-Load on the Stabilizer Bar. The front half of the leaf spring should be sufficient to control rapid positive torque. With the car set up correctly, it is just a matter of experience and a little racing luck that brings that first win. These set-ups are to provide a reference only. 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. This not only insures consistent and proper spring rate, but also longer life (more cycles). (2.) Negative effects include limited number of spring cycles, loss of spring life, and loss in ride heights. 225lr/200rr Chrysler spring. 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. Flat end springs are achieved in two different ways, ground or forged. This leads to bent shackles, warped sliders and misaligned axis points. Mono Leaf Spring Consists of one main leaf where the materials width and thickness are constant. Therefore, decreasing its long term effectiveness and life. When it happens on the left front, the chassis will lose bite. The track radius used to determine stagger matters the most where the car will be accelerating. The setup is balanced when the LF and LR tire temps are similar. Bump Steer Gauges; Canopies & Car covers; . 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. This induces rear steer when the car squats on exit. The settings, including the moment center location, really do dictate how all of the other parts and pieces of setup will work. 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. Listed below are the effects of spring arch. If the wheel is turned farther at speed, the car is tight. If it is turned less, it is loose. Conclusion This tends to tighten the car on corner entry and through the middle of the corner. A common misconception is that arch affects free spring rate, which it does not. Major League Baseball has . Designing a spring also requires considering the wire size, O.D., I.D., free height, compressed height and static loads that are to be expected on each spring. The car may or may not be neutral in handling, but the handling will not be consistent. Leaf Spring Setup | Team Camaro Tech If those desired angles are different, then we term the setup unbalanced. This is very "old school" but when applied with a balanced setup, very effective. SHOCK SELECTION Take this into consideration when adding a fiberglass hood, aluminum heads, or when putting the battery in the trunk. Antidive effect can help the situation. The more third link angle you have, the more antisquat there is. 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. Springs with banding type clips (see Figure 1) with rubber insulation produce inconsistent spring rates due to the fact of various durometer hardnesses and the deterioration of rubber compounds. 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. That troubles me. Raise the Rear Panhard Bar Up on both sides. In turn, the life of the spring and the number of cycles is reduced. Same weight, same board, but now let's use a 25 pound spring and a 50 pound spring. In addition, banding clips are frail and tend to break under impact or stress. Racing Shocks Setup Tips The following information and diagram may be beneficial for installing and checking mounting points. Balance the Front and Rear stiffness. Bushing choice will also affect spring life, and more importantly, spring performance. Moreover, on super-speedways, the raised frame height will result in the car having to push too much air. If the leaf springs hook-up points are installed on the chassis incorrectly the misalignment will produce high stress loads on the spring. As we use the left-front tire more and more, the negative results of Ackermann become more apparent. 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. 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. After viewing the data sheets we found that the 375# tagged spring was actually a 387# and the 400# tagged spring was a 385#. With a Detroit Locker, or similar differential, the axles will unlock going in and through the middle and lock up on exit while under power. Apex is your one stop solution for automotive suspensions. Installing the leaf spring directly to a fixed axle seat (no upper or lower rubber mounted pads which are common on GMs) will increase the overall spring rate, wrap-up rate and lateral rate, as well as the braking rate. Below are suggestions on selecting a spring for your application. Parabolic Single Leaf Consists of one main leaf with a tapered thickness. To fix this, reduce the rebound rate in the LR shock and/or stiffen the compression rate on the right-front shock. Remove the spring from the car and place it on its side on the floor or a flat surface. Shocks & Springs - Circle Track Supply, Inc. Adjusting That Rear End: Get Traction Under Control A dampening shock may be used to tighten the car on entry. The installed rate is the rating of the spring as it is positioned within the chassis itself. Suspension Set-up There are two common suspension set-ups found on typical rear wheel drive vehicles at the track: 4-Link and Leaf Spring. Increase the Split in the Panhard Bar Heights. Furthermore, the crew made unnecessary changes, wasted valuable time, resulting in wear and tear on the engine, tires and other components. The left side suspension usually is designed with about half the angle of the right side in a conventional design. Technical Information - Landrum LIT-719 80292 C7 Corvette Radiator. Good handling has often been thought of as a car that is neutral as it runs through the entry, middle, and exit phases of the corner. The message I get from those who have worked this trend for a sufficient number of years is one of the following two types: 1) a continuing and constant search for balance in the car and a loss of success on the track, or 2) a returning to the more conventional setups because they have experienced number 1 above. There are pro and cons to both types. It must show a consistent gain in performance and a logical ideology to the bulk of race teams. 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. The reason I say that with confidence, is because I have gone up against more aero efficient cars with setups and body configurations that were aero-deficient and still out ran them. For example, if the spring industry standard is say 5%. This puts undue stress on the leaf springs. 11, 2022 at 1:54 PM PST. At some point, we take in enough information to allow us to avoid the mistakes of the past and get ahead of the curve in setting up our asphalt cars. Other helpful hints are available from our technical experts. 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. The following information applicable for most oval track Chrysler styles mono and multi-leaf leaf spring applications with the sliders mounted on the rear. The driveshaft alignment is critical from the standpoint of mechanical efficiency. Carrying an inventory of A-Arm lengths gives you more Instant Center Adjustment choices right at the track. 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. We also want to make sure that adjustments to other segments later on do not affect the mid-turn handling. Circle track leaf spring help - Don Terrill's Speed-Talk Coil springs are the most common used spring in most all motor-sports today. Shocks affect the motion of the corners of the car and therefore the placement of loads during transitional periods. Usually, improved mid-turn handling offers the most gain in overall performance, and that is why we start there. The control arm angles affect the rear steer and the third-link angle can redistribute load upon acceleration. Some rear suspension systems can be adjusted for rear steer. Decrease Upper Control Arm Angle on the Rearend. 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? Shocks By Bob Bolles, Circle Track Magazine . Use a Smaller Front Stabilizer Bar. LANDRUM SPRING has the proper mixture of chrome vanadium, carbon, manganese, silicon, nickel, molybdenum and tungsten.