asphalt circle track leaf spring setup asphalt circle track leaf spring setup

As a result, the car will have unpredictable chassis characteristics and may cause premature tire wear. Furthermore, the leaves should include Teflon inserts on each end to reduce inner leaf friction. Furthermore, the crew made unnecessary changes, wasted valuable time, resulting in wear and tear on the engine, tires and other components. When the LR tire is the coolest on the car, the rear spring split may be too much. Most companies incorporate a metal tag denoting the theoretical rate of each spring. When not racing, keep the springs unloaded by simply placing a jack stand under the chassis frame rail. by 72firechicken Sun Jun 19, 2011 5:44 pm, Post The engine should always be aligned perpendicular to the rearend and/or parallel to the centerline of the car. Negative aspects might include excessive bumpsteer (more than 0.030 bump in or out in for each inch of travel is considered negative by most designers), excessive Ackermann (more than a 1/4 degree added steer in either front wheel in 10 degrees of steering input is considered excessive), and incorrect steering quickness. Lower the Rear Panhard Bar on both sides. The cure must address where the car is not handling and ideally not affect those areas where the car is good. I talk to lots of racers representing every form of circle track racing in every region of the country and beyond. Reduction of spring life due to high stress loads on the shackle end of the spring. The current spring is tagged 2,000#; however, the unknown actual rate is 1,900#s. Leaf springs are the oldest form of suspension in racing. Cars with a lower CG should have a MC that ends up farther to the left side of the scale than would cars with a higher CG. 1. That troubles me. At Apex Customs Phoenix our expert technicians understand that every suspension package is . But the most useful rear steer will only occur on acceleration and not at mid-turn. A-Arm length and mounting height have a dramatic effect on Instant Center Location. 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. 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. Leaf Spring Technical Information. The setup that will stay consistent throughout the race is the one that wins, and balance provides that consistency. On the bottom of the leaf, you can get a better look at the segment clamps. 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. 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. (See Figure below.). 4-Link 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. . The wine-and-cheese crowd refers to these as oversteer and understeer. by RCJ Wed Jun 22, 2011 8:36 pm, Post The car may or may not be neutral in handling, but the handling will not be consistent. Each and every data sheet clearly shows the pre load as well as the displacement that the spring was tested at. 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? Add to cart Details. 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. LIT-721 80293NDP 2009-2015 Cadillac CTS-V HE. Each end has its own moment arm length and resistance to roll as well as other factors. 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. On a metric four-link car, the four control arms determine the rear moment center height too. In addition, as the spring is put under load the shackle angle increases; therefore, the spring rate decreases under travel. These springs tend to stay locked in place when the suspension is unloaded; for instance, changing a tire during a pit stop. 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. However, the cost is three times greater. hbbd```b``+@$S Squared end leaves produce high stress points in each leaf leading to premature failure of the leaf. Since only the bottom spring is now the only one working, its rate is what the car runs on, as long as the shock is compressed to the predetermined point. LIT-722 C7 Z06 Corvette Heat Exchanger 80294NDP. can develop a winning setup. We can raise the Panhard bar to raise the rear roll center, which will cause the rear suspension to want to roll less. We have continually pressed these issues because of the extreme importance they have. The ground end springs are the best way to achieve complete spring square-ness. 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 end.You might get a number from the front like 72 .5'' , the number from the back might be 72.375 this would be 1/8 total toe out.This does not tell you if one side has 1/8 toe out and the other has 0 toe.Putting the axle in the car measureing from the center line ,string it etc..will tell the toe of each wheel.You might think this crazy but I've looked down the side of enough race cars I can see an 1/8 toe with my eyes. Also, common mishaps of spilling brake fluid or brake fluid contact from simply bleeding the brakes will deteriorate the rubber and break the composite down; therefore, the rubber will fall out and the clips will be loose and slide down the main leaf. So testing for the fastest lap does not guarantee success. A common misconception is that arch affects free spring rate, which it does not. Sometimes the car is tight and the driver turns the steering wheel far enough to get the car to turn. Long gone are the days of saying that the MC is not important. Changing spring rates is a primary setup tool to get both ends of the car to match up . The lateral location of the third link can affect the distribution of load among the two rear tires that results from acceleration and antisquat. SPRING ENDS:The ends of a spring are one of the most crucial of a coil spring. Toggle menu. Flat end springs are achieved in two different ways, ground or forged. by 72firechicken Wed Jun 22, 2011 3:46 pm, Post In addition, teams would not have to purchase expensive testing equipment. In that time, a lot has changed with how racers on asphalt set up their cars. The basics remain the same, but with a few critical adjustments. Also, check out QA1's YouTube channel for tech, product and company videos! ASPHALT MODIFIED (Standard 3 Point and 4-Link Cars) 2006 Set-Up and Technical Guide. by RCJ Mon Jun 20, 2011 9:28 pm, Post Here, we will examine the problems associated with a car that handles poorly and some logical steps to take to find the most balanced setup. We must develop ways to create more rear traction on acceleration only. "In the 50-lap Main, our fastest lap time was clocked on Lap 43. However, tie down shocks are becoming less and less desirable. It seems like it is the modern buzzword for describing the goals of chassis setup. The spring rates and spring split across each axle help determine the desired attitude, or roll angle of that end of the car. Some teams refuse to run sufficient stagger to match the radius and banking of the racetrack. Racing Shocks Setup Tips for Dirt and Asphalt Here are some racing shock setup tips you can apply at the race track. Knowing that every spring has its own characteristics, Landrum Spring, engraves the exact rate of each and everyGOLD COILto 1/10#. HOW TO EXAMINE AND CHOOSE YOUR HIGH PERFORMANCE LEAF SPRING. 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. If all else were correct, such as alignment, Ackermann, setup balance, and so on, and the car was still tight or loose, then the crossweight percentage is probably wrong for the weight distribution in the car. 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. LIT-A950700016 80275NDP Ford Mustang Cobra HE. In turn, the life of the spring and the number of cycles is reduced. The effect will be a lack of forward and side bite under acceleration. 241 0 obj <>stream The more third link angle you have, the more antisquat there is. 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. We have been softening those setups over the years, but never intended to go to coil bind or bump rubbers. If there are any marks or distortions on the spring they should be discarded. A tight condition is the number one complaint from drivers. I have talked to racers who run on tracks that require 1.75 to 2.00 inches of stagger. Phone: (585) 352-5590 Fax: (585) 352-5593 130 Buell Road Rochester, NY 14624 Asphalt Modified Set-Up . Inspect the end of the spring wire, if it appears to be splayed or tapered you can rest assure the ends have been forged. Increase the Split in the Panhard Bar Heights. Run the car at a moderate speed through the middle well below race speed and note how far the steering wheel is turned. 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 influence of the location of the front MC can be compared to a sliding scale. The entry and exit to and from the middle are affected by transitional components in the car. 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. Tapered leaves have inconsistent run out, thus inconsistent spring rates. Furthermore, the spring will absorb all the weight transfer, and not plant the tire securely on the track. 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. The following spring/shock combinations are recommendations only. Allstar Performance $44.99. Are their hidden cost in the spring purchased? 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. If the transition is abrupt and the top of the track drops to match the inside edge elevation, then the RF will follow the drop-off and unload the LR wheel. Tire temperatures can tell a lot about the setup and where we need to look to fix the setup balance problem. 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. When should one use high or low arched springs? Considering 4-link systems dominate the late-model market and even some classics, let's start there. These bushings produce a solid rear housing displacement for added traction. Because of restraints in design and the need for geometry controls for moment center placement, we have to live with those properties. 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 prevents undesirable chassis and rear end movement, thus creating favorable synergy between the chassis, springs and rear end. The number one reason a car will be tight and not want to turn is because the front end is not designed properly. SPRINGS WITH HIDDEN COST $$:Simply put it, buyingGOLD COILSmay save most any race team money. An inconsistent clip, such as the Kwick Clip or Banding Clips with rubber insulation, will transfer into an inconsistent side bite. 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. A dampening shock may be used to tighten the car on entry. 5. HOPEFULLY THE INFORMATION CONTAINED IN THE TECHNICAL AREA HAS BEEN HELPFUL. Leaf Spring Suspension Performance Tips. The left side suspension usually is designed with about half the angle of the right side in a conventional design. If the pitch is too close together then the spring may not have as much travel resulting in coil binding. Decrease the Pre-Load on the Front Stabilizer Bar. The setup is balanced when the LF and LR tire temps are similar. 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. If the rear end is not aligned properly, the car may be either tight or loose in all three phases of the turns. If the car is diving excessively under heavy braking, the RF wheel will lose camber quickly and its tire will loose traction. 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. 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 . 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. 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. Coil springs are the most common used spring in most all motor-sports today. Rear Geometry The other types of ends are the closed and open tangential ends.