asphalt circle track leaf spring setup

WAYS TO ENHANCE PERFORMANCE AND LONGEVITY OF LEAF SPRINGS. What really makes the setup work is precise shackle angles, the angle that you mount the shocks, and keeping that right rear free-moving." Another way to stack springs is to use the dual system. This is the true arch of the spring. The setup we choose needs to be arranged so that the dynamics are balanced between the front and the rear suspensions. The rearend needs to be aligned at 90 degrees to the centerline of the chassis and/or to a line through the center of the right-side tire contact patches. modified setup by Chuck Barton - Issuu For example, if the spring is beveled on the flat end instead of ground flat then the spring is not coming in true contact with the jack bolt plate. Also, the longer the shackle length, the slower the arc movement which decreases the rate of the spring change. The rubber, many times, will fall out due to the rigor of racing. Like anything else, all suggestions are just what they are "suggestions." All cars and drivers are not alike, but in general these are . The shorter upper A-arm decreases in length faster than the lower control arm causing camber loss. Doing this will probably make the car loose off the turns while under power. These lightweight clips simply cannot withstand the tremendous forces encountered in racing leaf springs. 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. on the right rear, you should not install a taller spring on the left rear with the same spring rate as the right rear. 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. "By using two springs in series, the dual setup allows them to have a softer ride . This system uses two springs on tip of each other in series. 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. That is the essence of shock technology related to handling influences. Remember that drag is an important aspect of aero design. For example, while testing at Charlotte, a car had a 375# tagged spring in the rear, the driver felt that the car was loose on corner entry and the Hoosier tire temperatures supported his feel. 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. Urethane and aluminum bushings tend to transfer more energy and loads directly to the spring. Mid-turn handling problems are caused by a car that is either tight or loose. All the driver knows is that the car is loose. The once tight condition now switches to loose as the front gains grip from excess steering angle. The reasons are easy. Now we have a slanted board! Example the leaf will be 2 1/2 wide throughout its length, and .323 in thickness throughout its entire length. 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. Once you have evaluated all of the above and feel fairly confident that the car is set up correctly, you should then work to tune the transitions into and off of the corners with the shocks. 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 completely closed-ends are used when the requirement is that rate remains more consistent throughout the coil springs travel. Off-centered adjusters can be very inconsistent. In the front-end geometry, there is a condition called Ackermann. A dampening shock may be used to tighten the car on entry. 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. Toggle menu. The very last thing you need to worry about is your aero package. Here are what we consider to be the 10 most important areas of chassis setup with No. Cars that don't turn well are very likely to have poor MC designs. 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. %%EOF If those desired angles are different, then we term the setup unbalanced. "In the 50-lap Main, our fastest lap time was clocked on Lap 43. The front half of the leaf spring should be sufficient to control rapid positive torque. Both of these are necessary components that will be needed to win championships. Considering 4-link systems dominate the late-model market and even some classics, let's start there. Slinging the car into the corner or spinning out puts an extreme amount of lateral force on the springs which in turn, causes premature failure. On the bottom of the leaf, you can get a better look at the segment clamps. Raise the Rear Panhard Bar Up on both sides. Landrum Spring feels that forging has more negative than positiveeffects and should not be used in racing applications where accurately rated springs are crucial. On asphalt, don't make large changes to components that . These types are desirable where stock lower control arms are used. Recommended Basic Setups. Asphalt Chassis Setup - Prepare Your Race Car For The New Season 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. 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. Installation Guides Spring Rate Tech Circle Track FAQs Below are some frequently asked questions. These springs tend to stay locked in place when the suspension is unloaded; for instance, changing a tire during a pit stop. If the car is diving excessively under heavy braking, the RF wheel will lose camber quickly and its tire will loose traction. Other helpful hints are available from our technical experts. Shackle rigidity and length play a role in the installed rate as well. 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 information below is applicable for most oval track Chevrolet styles, parabolic and multi-leaf leaf spring applications. The farther left the MC is located, the more efficient the front end will be and will want to roll. It helps to install brake bias gauges and then adjust the amount of pressure front to rear. The entry and exit to and from the middle are affected by transitional components in the car. The MC should always be somewhere close to the centerline (i.e., midway between the tire contact patches). To fix this, reduce the rebound rate in the LR shock and/or stiffen the compression rate on the right-front shock. hb```9,"o@(Yf8 rijYd`Pu9s9`*fm3 fxEGG;`(1Aja;ZYm @PfdPhv` } >--`;Xo!H^`(, H)3](c0 Ri The actual total spring change instead of 200#s is 410#, over 100% more or twice the spring change desired. 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 number one reason a car will be tight and not want to turn is because the front end is not designed properly. 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. The wine-and-cheese crowd refers to these as oversteer and understeer. The control arm angles affect the rear steer and the third-link angle can redistribute load upon acceleration. Add to cart Details. Rubber bushings tend to promote softer rates than solid bushings. The more carbon removed from the material, the more hardness is removed from the wire. The rate of a spring is the change of load per unit of deflection (N/mm). 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. 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. That is fine as a goal, but what we really want is both balanced and neutral. One negative scenario is the fact that the right front compresses at a faster and compresses more than the left front, the chassis may tend to gain cross. Running dampening shocks not only will tighten the car on entry, but will also prolong the life of the spring. Each and every data sheet clearly shows the pre load as well as the displacement that the spring was tested at. 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. Clench clips (see Figure 2) have been proven to maintain a more consistent spring rate because of its ability to retain its clamping force. (2.) 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. But the most useful rear steer will only occur on acceleration and not at mid-turn. The disadvantages of banding clips with rubber linings is that the rubber will absorb grease and brake fluids leading to deterioration of the components. 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. An inconsistent clip, such as the Kwick Clip or Banding Clips with rubber insulation, will transfer into an inconsistent side bite. Setting the Bar - JOES Racing Products 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. 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.

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