It should help your 60' times by letting the rear squat more at the line before the suspension loads up. Be careful not to overdue that. To check if the spring and jack plate is making true contact, simply inspect the contact points. The LF static camber must be increased quite a bit, and the RF static camber must be decreased. When not racing, keep the springs unloaded by simply placing a jack stand under the chassis frame rail. When this is accomplished correctly, spring rates and reactions can be more accurately predicted which in turns makes the chassis more predictable. These bushings produce a solid rear housing displacement for added traction. Let say that a chassis engineered wanted to increase the right front spring rate by only 200#. %PDF-1.5 % 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. It is the purchasers responsibility to order the correct products through their personal racing experience. How to raise the cross weight in an iRacing asphalt setup. The leading edge of each leaf plays a role in determining spring rates. Furthermore, the fiberglass spring is susceptible to damage from rocks and debris. Always use Grade 5 washers and deep well nuts. The very last thing you need to worry about is your aero package. Smaller gains can come later on after the more important aspects of setup are resolved. CORRECT MARKING:Having a spring with the correct markings is very 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. So the actual change in spring rate was not an increase of 25# as was intended but a decrease of 2#. 2. 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. Phone: (585) 352-5590 Fax: (585) 352-5593 130 Buell Road Rochester, NY 14624 Asphalt Modified Set-Up . Moving the pull-bar or just the third link to the left increases the loading on the LR tire during acceleration. If this component on your car is not right, then the whole car will suffer, no matter what else you do. 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. The installed rate is the rating of the spring as it is positioned within the chassis itself. In the front-end geometry, there is a condition called Ackermann. 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. Installing a torque device combined with these types of suspensions will cause the wrap-up rate to be excessive. 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 instance, a 1300 lb/in spring may be 1325 the first inch, 1395 the second and 1460 the third inch. Here is an explanation of balance related to the dynamics of the race car. The actual total spring change instead of 200#s is 410#, over 100% more or twice the spring change desired. Every race car needs a certain amount of tire stagger. The more carbon removed from the material, the more hardness is removed from the wire. If you could slide the MC to the right, or outside of the turn for you road racers, the front end will get stiffer. No one including us can guarantee every spring to rate out exactly. The springs are tall and constructed from small-diameter, high-tensile chrome silicon wire, providing the correct rate for the listed application. Leaf springs possess many desirable suspension features, such as dampening, forward bite, roll over steer, high anti-squat percentage, and high lateral stiffness. Leary sets the wedge in the springs and then adds additional wedge with 3-6 turns of preload and sometimes has winning success using 9 turns. 1 being the most important. We also want to make sure that adjustments to other segments later on do not affect the mid-turn handling. The components that locate the rear end must be evaluated and set correctly. Aero Package It has been found that the misalignment of your tires/wheels presents serious drawbacks to a finely tuned chassis and setup. Shock rebound rates need to be adjusted to allow the LR tire to stay in contact with the racing surface. Decrease the Split on the Rear Panhard Bar Heights. 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. Knowing that every spring has its own characteristics, Landrum Spring, engraves the exact rate of each and everyGOLD COILto 1/10#. Stagger affects handling in each phase of the corner if the car has a locked rear differential. (2.) Theinboard mounting positionof the springs play an important role as well. Hopefully the data contained in these pages was informative. If too much of the bias is on the rear brakes, the car will be loose under heavier braking. Sliding the MC left and to the inside of the turn makes the suspension softer. It helps to install brake bias gauges and then adjust the amount of pressure front to rear. Post The following information and diagram may be beneficial for installing and checking mounting points. The rubber, many times, will fall out due to the rigor of racing. One should use the same free height, but change rates. 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). Each and every data sheet clearly shows the pre load as well as the displacement that the spring was tested at. by 72firechicken Thu Jun 23, 2011 2:12 am, Post (See Figure below.). Proper U-bolt selection is critical, use only Grade 5 U-Bolts. Increase the Split in the Panhard Bar Heights. Furthermore, the spring will absorb all the weight transfer, and not plant the tire securely on the track. 11, 2022 at 1:54 PM PST. If a user was to lose their sheets then we should be able to pull the data up at a later date. What really makes the setup work is precise shackle angles, the angle that you mount the shocks, and keeping that right rear free-moving." If there are any marks or distortions on the spring they should be discarded. Through our research, diamond trimmed leaves produce the most consistent spring rate. The car is loose right at mid-turn and off the corner. The once tight condition now switches to loose as the front gains grip from excess steering angle. When the car is not balanced, the neutral handling does not stay with the car for very long. Landrum designed their front drag racing coil springs to store energy for instant, maximum weight transfer for launching. 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. The tight or loose condition can exist in one or more of the three phases of a turn (entry, middle, and exit). hbbd```b``+@$S Multi-Leaf springs used for racing should have a clench clip type system. And, some aspects of chassis setup build on other aspects. We can also use prodive to hasten the movement of the left-front corner on turn entry. Initial camber settings must be revised when changing from conventional to BBSS setups. 5. Reduction of spring life due to high stress loads on the shackle end of the spring. 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. Landrum Spring feels that forging has more negative than positiveeffects and should not be used in racing applications where accurately rated springs are crucial. Trends are a part of this learning curve and greatly influence some, but not all racers. We have redesigned our website to give our customers a better online shopping experience. 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. And as for you Modified and Stocker class teams, don't even think about it. 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. The engine should always be aligned perpendicular to the rearend and/or parallel to the centerline of the car. Toggle menu. Raise the front LR trailing arm mount. 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. This is an effect that increases the amount of toe-out in our race cars when we turn the steering wheel. Several top-level teams have found that this movement actually causes the car to handle inconsistently. If the pitch is too close together then the spring may not have as much travel resulting in coil binding. At Apex Customs Phoenix our expert technicians understand that every suspension package is . by 72firechicken Wed Jun 22, 2011 3:46 pm, Post There can be a small amount of rear steer as the. If all of these issues are evaluated and corrected, then you can move on. In addition, teams would not have to purchase expensive testing equipment. Manufactured from only the best high-tensile chrome silicon material. Shocks affect the motion of the corners of the car and therefore the placement of loads during transitional periods. Bite Off The Corners When it happens on the left front, the chassis will lose bite. Some teams refuse to run sufficient stagger to match the radius and banking of the racetrack. To increase resistance on the left rear, one may incorporate a 225 lb. Landrum Springas well as many top-level teams have found this to be counterproductive when setting up a car and compiling consistent results. Check Tire temps, if LF is coolest (unbalanced setup): Decrease front springs, maybe even use reverse split (LF stiffer). The center of gravity (CG) height influences where the MC should be located. 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 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. The advantage of this style is that the spring is lighter than the multi-leaf. However, it does affect the installed rate. The chassis was as good or better at the end than it was at the beginning.". Changing spring rates is a primary setup tool to get both ends of the car to match up . With the advent of the BBSS setups, both front wheels experience a great deal of camber change as the chassis dives 3 inches or more in the turns with an accompanying reduction in chassis roll. Reusing a damaged spring could have negative consequences. This insures properly made springs, guaranteed arch tolerances, access to complete labs for testing and research with technical racing experts to understand your requirements. 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. Antisquat results from the third link trying to straighten out, or become more horizontal as the car accelerates and the rear end desires to rotate. 0 Same weight, same board, but now let's use a 25 pound spring and a 50 pound spring. Published: Mar. I'm not saying this is not important to some degree, but on short tracks I would stress that aero downforce is over-rated in most cases. As a result, the car will have unpredictable chassis characteristics and may cause premature tire wear. There are two different way to run stacked springs. We will need to go through a checklist to eliminate some familiar problems. We mostly use the sway bar to tune for traction off the corners. The more third link angle you have, the more antisquat there is. 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. This condition is very hard to detect from a driver's perspective. 4-Link 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. These are the general rules unless you are trying to "tie down" a corner. 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. Take this into consideration when adding a fiberglass hood, aluminum heads, or when putting the battery in the trunk. Decrease the RF Spring Rate. In the QA1 part numbers, which is first - compression or rebound? The RF and LF wheels will always experience changes in camber as the car enters and rolls into the turns. This is why the driver and the tire temps showed no change. This eliminates the inaccuracies and confusion of trying to figure out how each spring is rated. The following information applicable for most oval track Chrysler styles mono and multi-leaf leaf spring applications with the sliders mounted on the rear. Never over torque the stationary end (front eye) bolts, as it will prevent the suspension from moving freely. On asphalt, don't make large changes to components that . With the BBSS setups, reduced roll angle is the goal, so using a smaller sway bar is out of the question. right rear leaf spring with matching arches. What is important is how each tire is toed in or out in relationship to to the center line ofthe car.You can lead or trail the rear axle to get there but,setting the toe in the rearend housing first worked better for me.If the housing has 1/8 toe out heat the front of the tubes till red then throw cold wet rags on them.This will bend the tubes slightly if you go over 1/8 it could cause bearing trouble. The reasons are easy. by 72firechicken Sun Jun 19, 2011 5:44 pm, Post Maximum U-bolt torque for 1/2 diameter, plated U-bolts are 45 lbs. How to Raise Cross Weight in iRacing Setup Try one or two click on each spring perch shown above to raise the cross weight. 241 0 obj <>stream Add to cart Details. Whenever a manufacture sets up to run several hundred springs of one particular rate, the end result is less than perfect. The current spring is tagged 2,000#; however, the unknown actual rate is 1,900#s. A typical problem is a spring that has excessive arch in the center. An unbalanced car can be very fast, although the thrill lasts but for a short time. 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. In addition, as the spring is put under load the shackle angle increases; therefore, the spring rate decreases under travel. Tire temperatures can tell a lot about the setup and where we need to look to fix the setup balance problem. So testing for the fastest lap does not guarantee success. The control arm angles affect the rear steer and the third-link angle can redistribute load upon acceleration. Stacking Springs for 2.5 Coil-overs. Transitional components include the shocks, rear roll steer, brakes, rear steer under power, camber change, rear stagger and the Anti's (dive and squat). Raise the Rear Panhard Bar Up on both sides. 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 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. SERIAL NUMBER:Having a spring that has its own serial number is important. 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. Parabolic Single Leaf Consists of one main leaf with a tapered thickness. The driveshaft alignment is critical from the standpoint of mechanical efficiency. Many times hair-line fractures and cracks cannot be seen without the aid of a florescent penetrant inspection. It's no wonder. Installation Guides Spring Rate Tech Circle Track FAQs Below are some frequently asked questions. If we have a top view difference in alignment between the transmission output shaft and the pinion shaft and they are parallel, then the angle to the driveshaft created by that misalignment might be sufficient to provide the needed angular differential needed for loading the U-joint bearings and reducing negative harmonics. The car may or may not be neutral in handling, but the handling will not be consistent. I would try it. Brake Bias When the LR tire is the coolest on the car, the rear spring split may be too much. I have talked to racers who run on tracks that require 1.75 to 2.00 inches of stagger. After viewing the data sheets we found that the 375# tagged spring was actually a 387# and the 400# tagged spring was a 385#. 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 is very "old school" but when applied with a balanced setup, very effective. DISPOSE OF DAMAGED SPRINGS:While springs are made of a high-tensile strength wire, they are susceptible to damage from impact. Make sure your brake bias is tuned correctly. However, the cost is three times greater. 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. As a result, the inboard springs are mounted the softer the installed rate will be. The influence of the location of the front MC can be compared to a sliding scale. For example, if the spring industry standard is say 5%. Increase the Rear Brake Bias. Measure the angle derived from the two lines. This puts undue stress on the leaf springs. Furthermore, the crew made unnecessary changes, wasted valuable time, resulting in wear and tear on the engine, tires and other components. 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 tapering thicknesses are inconsistent which translates into inconsistent spring rates. We hope you enjoy shopping at Circle Track Supply, Inc. I have had a lot of feedback from teams who did the same with the same results. CTS SUPER DUTY LEAF SPRING ROLLER STYLE SLIDER-CHEVY OR CHRYSLER STYLE. 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. SHADOW RACING PRODUCTS973.684.7270www.shadowracing.com. Adding or removing as little as 50 pounds can also make a difference. Increase the Caster. So in some cases, using chrome vanadium for higher rated springs is a better choose than chrome silicon. The wine-and-cheese crowd refers to these as oversteer and understeer. The optional third day of the Performance Driving course offers extended track time with more in-car coaching and driver development. Try to install shock rates to complement the car's setup. It just won't work. 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. In some instances the manufacture may have to choose chrome vanadium wire, instead of chrome silicon. The track at Santan Junior High School is missing some info Please fill out the form below if you have the local knowledge to help your fellow runners. If we have a much stiffer RF spring, we can soften the RF spring, stiffen the LF spring, or run a stiffer LF spring than the RF spring on flatter tracks. Both of these are necessary components that will be needed to win championships. For example, if you want 250 lbs. LIT-A950700006 80249N Ford F-150 LightningHarley HE. The left side suspension usually is designed with about half the angle of the right side in a conventional design. Also, check out QA1's YouTube channel for tech, product and company videos! Flat end springs are achieved in two different ways, ground or forged. Changing to a smaller sway bar increases the front roll angle, but not very much. Slenderness ratio needs to be considered when addressing the design of the spring. 9. It is possible to have Ackermann in our steering system when we steer left and reverse Ackermann when we steer to the right. Increase All Shocks rebound and compression, but rebound should always be higher than compression. 7. Increase Left Rear Spring Rate. Decrease the Pre-Load on the Stabilizer Bar. Here is a typical situation found at any given track. Set Up Tools and Parts. Some manufactures even feel and state that racers should monitor a springs free height instead of its rate. Inspect the end of the spring wire, if it appears to be splayed or tapered you can rest assure the ends have been forged. Rubber bushings tend to absorb more energy and loads from the chassis and rear end, therefore the springs tend to last longer. Antidive helps prevent sudden nose dive on entry by mechanically resisting the downward motion of the suspension using the rotational forces created through braking. A common misconception is that arch affects free spring rate, which it does not. 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. 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. by racerx1622 Mon Aug 29, 2011 2:12 am, Post 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. Antisquat is detrimental to corner entry. Urethane and aluminum bushings tend to transfer more energy and loads directly to the spring. Then a 2,000# spring could be anywhere between 1,900 to 2,100#. Setup Balance To accomplish a forged flat end, the spring material has to be heated more than once. 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. If it is turned less, it is loose. The dynamics of the moment center and the effects of camber change have been explained before. . It must show a consistent gain in performance and a logical ideology to the bulk of race teams.
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