Shocks affect the motion of the corners of the car and therefore the placement of loads during transitional periods. A loose or tight car can also be caused by a tight or loose setup. 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. Each and every data sheet clearly shows the pre load as well as the displacement that the spring was tested at. The use of softer front springs, larger sway bars, and big spring split in the rear has swept across the country for more than five years now with mixed results. 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. asphalt metric street stock setup asphalt metric street stock setup on March 30, 2023 on March 30, 2023 When should one use high or low arched springs? 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. A very good set of adjustable shocks came with the car also and that helped us when it came time to do the setup. These desires are directly influenced by the spring stiffness, location, and spring split, the sprung weight the system has to support, along with the moment center locations and other settings. 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. 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 We can reduce the rear spring split if we are using a softer right-rear (RR) spring by stiffening the RR spring and/or reducing the LR spring rate. The components that locate the rear end must be evaluated and set correctly. Decrease both Front Spring Rates. 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 . Raise the Rear Panhard Bar Up on both sides. The tire temperatures still supported his feel. Every race car needs a certain amount of tire stagger. Furthermore, because the front eye is allowed to pivot, it does not have any solid displacement to drive the car forward. LANDRUM PERFORMANCE SPRINGSmakes no guarantees that these charts will be suitable for each racers needs. By far the most common handling malady historically is inability to turn. PDF By Bob Bolles, Circle Track Magazine The amount of resistance is directly related to the degree of side view angle we put in our control arms and the amount of brake force used. As a result, the car will have unpredictable chassis characteristics and may cause premature tire wear. Racing Springs - Landrum Performance Springs Front End Geometry The driveshaft doesn't know which view these angles are resulting from, just that they are equal and opposite. If you lightly brake into the corner and the problem diminishes, then brake bias is the culprit. Once it reaches a predetermined point, the divider hits the stop and the top spring is no longer able to compress. When the car is not balanced, the neutral handling does not stay with the car for very long. To fix this, reduce the rebound rate in the LR shock and/or stiffen the compression rate on the right-front shock. by 72firechicken Thu Jun 23, 2011 2:12 am, Post How to Raise Cross Weight in iRacing Setup Try one or two click on each spring perch shown above to raise the cross weight. Landrum Spring feels that forging has more negative than positiveeffects and should not be used in racing applications where accurately rated springs are crucial. Try to understand how aero downforce is created and then configure your car so that you take advantage of every area where you could produce more downforce. If all of these issues are evaluated and corrected, then you can move on. If those desired angles are different, then we term the setup unbalanced. 11, 2022 at 1:54 PM PST. If the LR shock has too much rebound, then that tire will lose a lot of load and not be able to provide traction. by racerx1622 Mon Aug 29, 2011 11:27 pm, Post If there are any marks or distortions on the spring they should be discarded. Both of these are necessary components that will be needed to win championships. To correct this, we have to fix the tight condition to cure the loose condition. Be careful not to overdue that. CORRECT MARKING:Having a spring with the correct markings is very crucial. Furthermore, the spring will absorb all the weight transfer, and not plant the tire securely on the track. A common misconception is that arch affects free spring rate, which it does not. If this component on your car is not right, then the whole car will suffer, no matter what else you do. These do not install with rubber isolators either. 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. PDF BIG BAR S - Longacre Racing Only use springs manufactured by companies such as LANDRUM SPRING that have a complete manufacturing facility. As a result, not every spring will come out exact. These data sheets clearly shows the details of the load in pounds of force, in increments of 1/10th of an inch for each and everyGOLD COIL. When towing the race car, avoid strapping the vehicle by the chassis. Ackermann is easily checked by using a laser system or strings. 8. "By using two springs in series, the dual setup allows them to have a softer ride . The advantage of this style is that the spring is lighter than the multi-leaf. 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. 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. After stiffing the spring to a 400# tagged spring the driver did not feel any changes. Decrease Upper Control Arm Angle on the Rearend. Negative effects include limited number of spring cycles, loss of spring life, and loss in ride heights. The control arm angles affect the rear steer and the third-link angle can redistribute load upon acceleration. 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. 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. 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. Changing spring rates is a primary setup tool to get both ends of the car to match up their attitudes. Adding or removing as little as 50 pounds can also make a difference. Solid bushings provide stable and predictable handling characteristics that lead to more consistent lap times. 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. Sliding the MC left and to the inside of the turn makes the suspension softer. We felt that more standardized rating would be helpful to everyone involved. Yes there's aftermarket springs that work great on there own to combat wheel hop if you don't want to or can't run traction bars. Find where to run in Chandler, Arizona - runtrack.run Plan out changes that could help improve performance or durability. TRUE RATE OF A SPRING:Knowing the actual rate of each spring is crucial. Therefore, decreasing its long term effectiveness and life. Initial camber settings must be revised when changing from conventional to BBSS setups. As a result, the inboard springs are mounted the softer the installed rate will be. Make small adjustments, about one half of one percent. If you could slide the MC to the right, or outside of the turn for you road racers, the front end will get stiffer. 0 Bushingchoice can affect spring rates. Changing spring rates is a primary setup tool to get both ends of the car to match up . It is the purchasers responsibility to order the correct products through their personal racing experience. If there is, try to adjust the brake bias to eliminate the adverse condition. $119.99; 119 - Reward points. 269-463-8000; Sign in or Register; Compare ; Cart. Coil Spring Technical Information. SHOCK SELECTION Leaf Spring Technical Information. Raise the Rear Panhard Bar Up on both sides. Does it have actual print outs of each spring (data sheets)? Another problem occurs with inconsistent resin mix which will cause the leaf to splinter and break. LIT-718 80291 1997 - 2004 Mustang Radiator. Powered by Stripe - Designed and Developed by. Designed for drag racing where maximum weight transfer is needed. Set Up Tools and Parts. 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. Leaf springs possess many desirable suspension features, such as dampening, forward bite, roll over steer, high anti-squat percentage, and high lateral stiffness. With the car set up correctly, it is just a matter of experience and a little racing luck that brings that first win. Whenever a manufacture sets up to run several hundred springs of one particular rate, the end result is less than perfect. Antidive helps prevent sudden nose dive on entry by mechanically resisting the downward motion of the suspension using the rotational forces created through braking. Add to cart Details. Some teams refuse to run sufficient stagger to match the radius and banking of the racetrack. 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. If the pitch is too close together then the spring may not have as much travel resulting in coil binding. Multi-leaf springs used for racing should incorporate leaves that are diamond trimmed on each end, not leaves that are tapered on the ends. Oval Track Leaf Spring Mounting Point. Always use Grade 5 washers and deep well nuts. The front half of the leaf spring should be sufficient to control rapid positive torque. 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. Shackle rigidity and length play a role in the installed rate as well. On some tracks, with cars using Detroit Locker rear differentials, the accelerating portion radius will be larger than the mid-turn radius. The car came with everything the team needed except the motor and tranny. The reasons are easy. SPRINGS WITH HIDDEN COST $$:Simply put it, buyingGOLD COILSmay save most any race team money. 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. It helps to install brake bias gauges and then adjust the amount of pressure front to rear. 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. LIT-721 80293NDP 2009-2015 Cadillac CTS-V HE. The driveshaft alignment is critical from the standpoint of mechanical efficiency. DESIGN: Most coil spring failure is directly related to the design of the spring. For instance, a J200 (5o.d. Multi-Leaf springs used for racing should have a clench clip type system. 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. We have redesigned our website to give our customers a better online shopping experience. Other helpful hints are available from our technical experts. Choosing too light of a spring rate will cause the spring to be in a higher stress situation, thus losing ride height. In fact, it is more important to get the mounting angles correct than selecting the proper spring rate.No matter what spring you put on the car it may not perform properly if the angles are misaligned.To counteract the effect of incorrect mounting angles, you may have to install erratic spring rates, shock rates, wheel off sets, unsuitable ride heights, and/or undesirable tire stagger, each of which will cause unpredictable handling characteristics. Therefore, less stagger should be used so that both rear wheels are turning the same rpm off the corner to avoid wheelspin. As each season comes along, our knowledge of what we need and desire grows. Once you've made the entry to the corner balanced, check to see if the adjuster is centered. The rubber, many times, will fall out due to the rigor of racing. 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? We race a '76 Pontiac LeMans with the 4 link rear. The disadvantage is that they produce inconsistent spring rates. However, tie down shocks are becoming less and less desirable. Either of these two can be caused by an unbalanced setup or by running with the wrong amount of crossweight. A very soft spring would need more compression rate and less rebound rate, whereas a stiff spring would need a lot of rebound rate and much less compression rate. This leads to bent shackles, warped sliders and misaligned axis points. 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. This condition is very hard to detect from a driver's perspective. Each suspension system desires to do its own thing when lateral forces are introduced from the car going through the turns. We always start with the front end geometry on any race car. Increase the Rear Brake Bias. Surface Open to the public Mark as open if it is closed due to COVID-19 but open usually. The following spring/shock combinations are recommendations only. Landrum designed their front drag racing coil springs to store energy for instant, maximum weight transfer for launching. Apex is your one stop solution for automotive suspensions. If the leaf springs hook-up points are installed on the chassis incorrectly the misalignment will produce high stress loads on the spring. 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. This system involves riveting the clips onto the leaves; the advantage is in preventing the clips from sliding up the leaf and becoming loose. To check if the spring and jack plate is making true contact, simply inspect the contact points. Are their hidden cost in the spring purchased? We must develop ways to create more rear traction on acceleration only. Cars that don't turn well are very likely to have poor MC designs. After the supposed spring change, the team then began to change shocks, sway-bars, and pan-hard bar heights. hb```9,"o@(Yf8 rijYd`Pu9s9`*fm3 fxEGG;`(1Aja;ZYm @PfdPhv` } >--`;Xo!H^`(, H)3](c0 Ri Leaf-Spring Systems - The leaf-spring rear suspension system locates the rear-end fore and aft, as well as laterally using the leafs. Here is a recent quote from a reader who has found that perfect balance. 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. Welcome to our new website! on the left rear and 225 lbs. The front may be too stiff compared to the rear. Increase Left Rear Spring Rate. 1 being the most important. x 13tall x 200# coil spring) may be engraved 201.8. Inspect the end of the spring wire, if it appears to be splayed or tapered you can rest assure the ends have been forged. Several top-level teams have found that this movement actually causes the car to handle inconsistently. Higher arch springs tend to work better on the dirt tracks whereas the lower arch springs perform better on the asphalt tracks.