asphalt circle track leaf spring setup

The lateral location of the third link can affect the distribution of load among the two rear tires that results from acceleration and antisquat. Increase Left Rear Spring Rate. The advantage of this style is that the spring is lighter than the multi-leaf. These do not install with rubber isolators either. 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 <. 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. How much does each spring compress? 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. Shock rebound rates need to be adjusted to allow the LR tire to stay in contact with the racing surface. If the pitch is too close together then the spring may not have as much travel resulting in coil binding. 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. 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. Set Up Tools and Parts. Cars that don't turn well are very likely to have poor MC designs. 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. Leaf springs perform the following tasks: Due to all the loads leaf springs are under, it is one of the most stressed components on the race car. I have always believed in priorities because you can make gains faster when you solve the high priorities problems first. How to Raise Cross Weight in iRacing Setup Try one or two click on each spring perch shown above to raise the cross weight. The effect is huge. Circle Track - Asphalt; Circle Track - Dirt; Open Wheel - Sprint Car; Off-Road & Tractor Pulling; All Categories ; Shop By Price $0.00 - $98.00 . . The spring rates and spring split across each axle help determine the desired attitude, or roll angle of that end of the car. Engineered to hold a great amount of stored energy for instant weight transfer. Anything you can do to give you more adjustabilty should be a positive.An eccentric bushing that is adjustable is something to look for.1'' wedge with a floorjack,I would be cutting up houseing and moving the pumkin.Swaybar preload and wheel offsets are areas to look at. While it is important to monitor free height for spring set, it is more crucial to know the actual rate in its working range. Toggle menu. After viewing the data sheets we found that the 375# tagged spring was actually a 387# and the 400# tagged spring was a 385#. Running dampening shocks not only will tighten the car on entry, but will also prolong the life of the spring. 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. 269-463-8000; Sign in or Register; Compare ; Cart. Check Tire temps, if LF is coolest (unbalanced setup): Decrease front springs, maybe even use reverse split (LF stiffer). It consists of a center bolt that properly aligns the leaves and clips to resist its individual leaves from twisting and shifting. To increase resistance on the left rear, one may incorporate a 225 lb. Allstar Performance offers quality Circle Track Racing - Asphalt Suspension at a great price, check out our website today at allstarperformance.com. It is possible to have Ackermann in our steering system when we steer left and reverse Ackermann when we steer to the right. The length decreases, the width increases, the thickness increases, the number of leaves increases, Brinell hardness increases, utilizing a harder durometer bushing. Manufactured from only the best high-tensile chrome silicon material. 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. 3. The car may or may not be neutral in handling, but the handling will not be consistent. Because of restraints in design and the need for geometry controls for moment center placement, we have to live with those properties. LEGEND: May use 1 or 2 90/10 Dampening ShocksOver Rear End to Tighten Car on Corner Entry. Landrum Springas well as many top-level teams have found this to be counterproductive when setting up a car and compiling consistent results. Multi-Leaf Spring This type of leaf spring has more than 1 leaf in its assembly. Transitional components include the shocks, rear roll steer, brakes, rear steer under power, camber change, rear stagger and the Anti's (dive and squat). 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. 208 0 obj <> endobj Recommended Basic Setups. We are at a crossroads at this point in time with setup technology in asphalt racing. This is very "old school" but when applied with a balanced setup, very effective. 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 Antidive helps prevent sudden nose dive on entry by mechanically resisting the downward motion of the suspension using the rotational forces created through braking. So don't try it. SAMPLES: The rate of a spring is the change of load per unit of deflection (N/mm). So in some cases, using chrome vanadium for higher rated springs is a better choose than chrome silicon. The front end should always be weighed to ensure proper spring selection. Inspect the end of the spring wire, if it appears to be splayed or tapered you can rest assure the ends have been forged. No one including us can guarantee every spring to rate out exactly. SHOCK SELECTION If the leaf springs hook-up points are installed on the chassis incorrectly the misalignment will produce high stress loads on the spring. Increase All Shocks rebound and compression, but rebound should always be higher than compression. 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. 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. Furthermore, because the front eye is allowed to pivot, it does not have any solid displacement to drive the car forward. The amount of difference you need is directly influenced by the installed motion ratio of the spring and the spring rate. The setup we choose needs to be arranged so that the dynamics are balanced between the front and the rear suspensions. As a result, not every spring will come out exact. A common misconception is that arch affects free spring rate, which it does not. Let say that a chassis engineered wanted to increase the right front spring rate by only 200#. The ground end springs are the best way to achieve complete spring square-ness. Another negative effect of forged end springs is the fact that the chassis settings may change. Example the leaf will be 2 1/2 wide throughout its length, and .323 in thickness throughout its entire length. To correct this, we have to fix the tight condition to cure the loose condition. 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. The farther to the right of the centerline, the less the front end will want to roll. Choosing too light of a spring rate will cause the spring to be in a higher stress situation, thus losing ride height. 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. by racerx1622 Thu Aug 25, 2011 5:51 pm, Post For instance, a 1300 lb/in spring may be 1325 the first inch, 1395 the second and 1460 the third inch. There are several things we can do to help balance the car. 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. LANDRUM SPRINGS engineers have found that by using two of the same spring rates, but installing one of the springs with a higher arch (for example on the left rear) is not recommended. Speed up and do a few hot laps, and again note the position of the steering wheel. 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. With the car set up correctly, it is just a matter of experience and a little racing luck that brings that first win. 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. The idea is to steer the car using different height holes for the rear control arm mounts. Increase the LF Spring Rate. If all of these issues are evaluated and corrected, then you can move on. For example, if the main leaves are the same length and one spring has more arch, the spring with the most arch will have a stiffer installed rate. 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. Here is a recent quote from a reader who has found that perfect balance. It just won't work. Leaf springs are the oldest form of suspension in racing. The following is a list of things that can make the car not want to turn or make the car loose. Leaf Spring Overall Length. 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). 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. The tapering thicknesses are inconsistent which translates into inconsistent spring rates. Plan out changes that could help improve performance or durability. Make small adjustments, about one half of one percent. When using coil springs on the rear, changes are made with spring rates not the free height of the coil springs. Raise the front LR trailing arm mount. These bushings produce a solid rear housing displacement for added traction. Vintage/Classic/Historical Engine Tech, 3V Performance Engine & Valve train Development, Race Cars & Parts - For Sale or Wanted. Numerous car builders have come to realize the truth in the above statements. Racing Shocks Setup Tips for Dirt and Asphalt Here are some racing shock setup tips you can apply at the race track. In that time, a lot has changed with how racers on asphalt set up their cars. LANDRUM SPRING and many of the top chassis manufacturers recommend that the shackles never extend straight back. 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. The cure must address where the car is not handling and ideally not affect those areas where the car is good. Although these changes will alter the height of the car, the spring rates will be unaffected as long as you stay within the guidelines. Even though the winding process using CNC automated equipment is consistent, the variances in the quality of spring wire is not as consistent. Leaf springs are the oldest form of suspension in racing. SPRING ENDS:The ends of a spring are one of the most crucial of a coil spring. Every race car needs a certain amount of tire stagger. We felt that more standardized rating would be helpful to everyone involved. 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. Run the car at a moderate speed through the middle well below race speed and note how far the steering wheel is turned. Let's stay with the circle track lingo. hbbd```b``+@$S $259.99. Place the straight edge on the spring so that it intersects the front and rear bushing. With the BBSS setups, reduced roll angle is the goal, so using a smaller sway bar is out of the question. These set-ups are to provide a reference only. Spring rates range from 200-pounds to 225 pounds, plus you can specify three ride heights. Designed for drag racing where maximum weight transfer is needed. This will produce a lock-up or binding effect and the car will perform erratically and unpredictably. One should use the same free height, but change rates. Each suspension system desires to do its own thing when lateral forces are introduced from the car going through the turns. Decrease the RF Spring Rate. 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. This style is sufficient to control axle torque and dampening, while maintaining ride height. There are pro and cons to both types. 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. Carrying an inventory of A-Arm lengths gives you more Instant Center Adjustment choices right at the track. . Generally the spring rate will increase when the following is done or decrease on the opposite. 2022 Landrum Performance Springs.All Rights Reserved. Published: Mar. Trends are a part of this learning curve and greatly influence some, but not all racers. 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. 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 . We were 0.13 faster than we qualified. And, some aspects of chassis setup build on other aspects. This simple task will increase the life of the leaf spring dramatically. The less desired method is the forged or stamped method. As we use the left-front tire more and more, the negative results of Ackermann become more apparent. The rear end should be at right angles to the chassis centerline, and the right side tire contact patches should be inline. Multi-Leaf springs used for racing should have a clench clip type system. The information below is applicable for most oval track Chevrolet styles, parabolic and multi-leaf leaf spring applications. By Bob Bolles, Circle Track Magazine . Some rear suspension systems can be adjusted for rear steer. The car is loose right at mid-turn and off the corner. If the LR shock has too much rebound, then that tire will lose a lot of load and not be able to provide traction. 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. Stacking Springs for 2.5 Coil-overs. DISPOSE OF DAMAGED SPRINGS:While springs are made of a high-tensile strength wire, they are susceptible to damage from impact. Another way to gain bite that we have described in the past involves the use of a spring-loaded pull-bar that allows a certain amount of rear end rotation. If it is turned less, it is loose. 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. Listed below are the effects of spring arch. Increase the Angle of the Upper Trailing Arm. LANDRUM SPRING has the proper mixture of chrome vanadium, carbon, manganese, silicon, nickel, molybdenum and tungsten. 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. Bushingchoice can affect spring rates. This insures properly made springs, guaranteed arch tolerances, access to complete labs for testing and research with technical racing experts to understand your requirements. Let's go through each item and explain how they can affect our turn entry and exit performance. Chrome silicon generally comes only in no larger than a .625 size from wire suppliers in the USA. On parabolic and multi-leaf applications, it is not recommended to run a torque device, such as a torque arm or a spring or rubber torque link. If there are any marks or distortions on the spring they should be discarded. When using lowering blocks, remain in the 1 to 3 range. Our extensive testing has proven this component to produce very erratic handling characteristics. We always start with the front end geometry on any race car. Leaf-Spring Systems - The leaf-spring rear suspension system locates the rear-end fore and aft, as well as laterally using the leafs. If you have to steer to the right at mid-turn, bring the car back in. 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. The leaf spring will last longer because the shock will assist in absorbing the dampening forces. This tends to tighten the car on corner entry and through the middle of the corner. 4-Link LIT-718 80291 1997 - 2004 Mustang Radiator. Take this into consideration when adding a fiberglass hood, aluminum heads, or when putting the battery in the trunk. Raise the Rear Panhard Bar Up on both sides. Loss of efficiency can rob power from the drivetrain due to the generation of vibrations and harmonics that are also damaging to the bearings. 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 Suspension Performance Tips. This malady is more common than most racers know. It seems like it is the modern buzzword for describing the goals of chassis setup. The very last thing you need to worry about is your aero package. 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. The opposite of Ackermann is called reverse Ackermann. Landrum designed their front drag racing coil springs to store energy for instant, maximum weight transfer for launching. Note:To get the desired front end height (ride height), it may be necessary to modify the springs. 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. The longer lever arm created by the adjustment scenario in the prior paragraph compresses the RF spring more than it would have in our baseline set up. Smaller gains can come later on after the more important aspects of setup are resolved. Bushing choice will also affect spring life, and more importantly, spring performance. 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. endstream endobj startxref The rear stagger should be matched to the racetrack and not used to correct handling problems. When it happens on the right front, the chassis will gain bite. Add to cart Details. 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. 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. by RCJ Mon Aug 29, 2011 9:19 pm, Post Clipshave a profound effect on spring rates. by racerx1622 Mon Aug 29, 2011 11:34 pm, Post Decrease the Pre-Load on the Stabilizer Bar. Initial camber settings must be revised when changing from conventional to BBSS setups. LIT-719 80292 C7 Corvette Radiator. An inconsistent clip, such as the Kwick Clip or Banding Clips with rubber insulation, will transfer into an inconsistent side bite. If the rear end is not aligned properly, the car may be either tight or loose in all three phases of the turns. Increase the Rear Brake Bias. Tapered leaves have inconsistent run out, thus inconsistent spring rates. I would try it. Afcos web site has leaf spring installation tips.I ran camaros and what I did was raise the front eye 3/4 and lower the rear 3/4''.A flatter spring has less rear steer and should have more anti squat.2'' lowering blocks is the most I ran,make some heavy duty ones yourself .I broke several that I bought.Check the toe out in the rear end houseing, heat and quench the tubes to get 1/8 toe in.Then string the car to get the r/r toed in. Another way to stack springs is to use the dual system. Increase the Caster. In some instances the manufacture may have to choose chrome vanadium wire, instead of chrome silicon. The closer the leaf springs are mounted together (inboard), the more pressure the chassis exerts on the springs through physical leverage. 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.. Meaning that as the spring is compressing it is gaining rate. 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. Landrum Spring feels that forging has more negative than positiveeffects and should not be used in racing applications where accurately rated springs are crucial. Address: 304 5th Creek Road, Statesville, NC, US, 28625; The stiff LF spring setup does not work well on tracks banked over 10 degrees. Bite Off The Corners This is why the driver and the tire temps showed no change. Welcome to Allstar Performance! 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. Furthermore, the leaves should include Teflon inserts on each end to reduce inner leaf friction. Many factors affect the front end height, and wheel offset is a major consideration. Because the front tires generate more traction with a greater angle of attack, the driver is actually putting more traction into the front end. In the front-end geometry, there is a condition called Ackermann. Each and every data sheet clearly shows the pre load as well as the displacement that the spring was tested at. Tapered end leaves have a gradual decrease in thickness on each end. 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. What really makes the setup work is precise shackle angles, the angle that you mount the shocks, and keeping that right rear free-moving." How to raise the cross weight in an iRacing asphalt setup. Causing the right front tire to have a higher tire temp, as a result, a shorter life of the tire. For example, when the leaf springs are toed in (the front eye locations closer together than the rear mounts) the lateral rate or twisting resistance is increased, therefore ones side bite rate is increased. 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. 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. 8. WAYS TO ENHANCE PERFORMANCE AND LONGEVITY OF LEAF SPRINGS. 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. At Apex Customs Phoenix our expert technicians understand that every suspension package is . As a result, the inboard springs are mounted the softer the installed rate will be. If the front is diving under braking then add anti-dive to front suspension.

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