asphalt circle track leaf spring setup

When using coil springs on the rear, changes are made with spring rates not the free height of the coil springs. In the QA1 part numbers, which is first - compression or rebound? I have talked to racers who run on tracks that require 1.75 to 2.00 inches of stagger. Measure from the main leaf to the datum line. Reduce the crossweight in a tight car and increase the crossweight percentage in a loose car. The entry and exit to and from the middle are affected by transitional components in the car. It's no wonder. The true arch of a leaf spring is derived from the measurement between the main leaf the leaf containing the bushings, and the datum line (the line that intersects the center of the front and rear bushings). Then a 2,000# spring could be anywhere between 1,900 to 2,100#. Some orders may take longer than normal, we apologize for any delays (we are trying!) 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. All the driver knows is that the car is loose. The opposite holds true, the shorter the shackle, the faster the rate of change. 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. LANDRUM SPRING is not responsible for any incorrect information listed. Make sure your brake bias is tuned correctly. Same weight, same board, but now let's use a 25 pound spring and a 50 pound spring. "In the 50-lap Main, our fastest lap time was clocked on Lap 43. Of the many components that can be changed on a race car chassis, the coil spring change brings about one of the most adverse effects on a chassis. When this occurs, the car will increase spring pre-load and do one of two things. And as for you Modified and Stocker class teams, don't even think about it. Decrease the Pre-Load on the Front Stabilizer Bar. When installing these springs, the arch will be pulled out, creating higher stress on the spring that will eventually decrease the life of the spring. It is not advantageous to have the rearend steer to the right at any time on asphalt. 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. Adjusting That Rear End: Get Traction Under Control Neck Mount 1.525in Black ALL14475. A loose or tight car can also be caused by a tight or loose setup. 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 the pitch is too close together then the spring may not have as much travel resulting in coil binding. Some rear suspension systems can be adjusted for rear steer. Technical Information - Landrum 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. 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. When this is severe, the front end will push and no adjustment to other setup parameters will seem to help the situation. 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 effect is huge. 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. Disc brake spacers will further impact the height. PDF TUNING THE CAR WITH SPRINGS - teamgrt.com Sliding the MC left and to the inside of the turn makes the suspension softer. It is possible to have Ackermann in our steering system when we steer left and reverse Ackermann when we steer to the right. Coil springs wound with an inconsistent pitch will produce an inconsistent rate. In testing conventional setups over a five-year period, it was discovered that most tires want no change in camber relative to the racetrack surface as the car dives and rolls. A common misconception is that arch affects free spring rate, which it does not. It is the purchasers responsibility to order the correct products through their personal racing experience. Higher arch springs tend to work better on the dirt tracks whereas the lower arch springs perform better on the asphalt tracks. The cure must address where the car is not handling and ideally not affect those areas where the car is good. Coil springs are the most common used spring in most all motor-sports today. Here is an explanation of balance related to the dynamics of the race car. When the LR tire is the coolest on the car, the rear spring split may be too much. That is an effect that causes a decrease in the amount of toe-out as we steer and can actually cause the front tires to end up with toe-in if the effect is severe. STANDARDIZED TESTING:Landrum Springuses the same rating system that many of the race teams that participate in the premier race divisions (CUP, ARCA, and IRL uses.) With this system you can run a softer rate on the top and a stronger rate on the bottom. The right-side tire contact patches will also need to be inline with the right front tire pointed straight ahead. by 72firechicken Tue Jun 21, 2011 1:34 pm, Post 1. right rear leaf spring with matching arches. 9. Be careful not to overdue that. A front wheel offset to the outside will increase leverage of the lower A-frame against the coil spring, and the nose of the car will be lower. With the car set up correctly, it is just a matter of experience and a little racing luck that brings that first win. Toggle menu. 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. Decrease the Pre-Load on the Stabilizer Bar. Through our research, diamond trimmed leaves produce the most consistent spring rate. by racerx1622 Thu Aug 25, 2011 5:51 pm, Post These springs tend to stay locked in place when the suspension is unloaded; for instance, changing a tire during a pit stop. In that time, a lot has changed with how racers on asphalt set up their cars. The optional third day of the Performance Driving course offers extended track time with more in-car coaching and driver development. This is the true arch of the spring. 200 x 200 = 40,000 (Top Spring Rate X Bottom Spring Rate)200 + 200 = 400 (Top Spring Rate + Bottom Spring Rate)40,000 400 = 100 Rate, Click here to download as PDF Chevrolet. 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. That troubles me. Leaf spring rates can be increased or decreased based on the mounting positions and angles. Setup With a big-bar Mike Leary of Leary Racing Shocks recommends adding wedge to the car by preloading the bar. When the car is not balanced, the neutral handling does not stay with the car for very long. When they are working together, the car is well on the way to a balanced state. Performance Driving | Radford Racing School The wine-and-cheese crowd refers to these as oversteer and understeer. Leaf-Spring Systems - The leaf-spring rear suspension system locates the rear-end fore and aft, as well as laterally using the leafs. I can't tell you how many times I have refined the MC location in a car and had it totally change the way the car turned, for the better. Pitch is the distance between the wires on any given coil-spring. Furthermore, the crew made unnecessary changes, wasted valuable time, resulting in wear and tear on the engine, tires and other components. The spring rate is lighter than other styles of leaf springs and usually requires a device to control positive and negative torque loads as well as requiring coil springs to hold the chassis at ride height. In turn, the life of the spring and the number of cycles is reduced. One should use the same free height, but change rates. 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. This happens very quickly and the rear end snaps loose as the throttle is applied. If we can get the car to handle well in the middle, then we might have already solved some of the entry and exit problems, too. When the car is jacked up during a pit stop for a tire change, the suspension may become completely unloaded leaving the coil spring to rotate in the spring bucket. Sometimes the car is tight and the driver turns the steering wheel far enough to get the car to turn. Tapered end leaves have a gradual decrease in thickness on each end. All of theGOLD COILSare packaged with dyno sheets detailing the dynamic rate in a graphical form as well as numerical form. Decrease Upper Control Arm Angle on the Rearend. To check if the spring and jack plate is making true contact, simply inspect the contact points. Racing Springs - Landrum Performance Springs 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. Numerous car builders have come to realize the truth in the above statements. Most companies incorporate a metal tag denoting the theoretical rate of each spring. 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. On some tracks, with cars using Detroit Locker rear differentials, the accelerating portion radius will be larger than the mid-turn radius. When using lowering blocks, remain in the 1 to 3 range. Some teams refuse to run sufficient stagger to match the radius and banking of the racetrack. We hope you enjoy shopping at Circle Track Supply, Inc. Smaller gains can come later on after the more important aspects of setup are resolved. We have redesigned our website to give our customers a better online shopping experience. 0 The influence of the location of the front MC can be compared to a sliding scale. HOPEFULLY THE INFORMATION CONTAINED IN THE TECHNICAL AREA HAS BEEN HELPFUL. 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. LIT-A950700006 80249N Ford F-150 LightningHarley HE. 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. Let's stay with the circle track lingo. 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. The following is a list of things that can make the car not want to turn or make the car loose. The actual total spring change instead of 200#s is 410#, over 100% more or twice the spring change desired. The farther to the right of the centerline, the less the front end will want to roll. It consists of a center bolt that properly aligns the leaves and clips to resist its individual leaves from twisting and shifting. SPRINGS WITH HIDDEN COST $$:Simply put it, buyingGOLD COILSmay save most any race team money. The opposite occurs when the springs are mounted outward (closer to the wheels). That is the best description of the result of the dynamic force that influences each system. Take this into consideration when adding a fiberglass hood, aluminum heads, or when putting the battery in the trunk. The lateral location of the third link can affect the distribution of load among the two rear tires that results from acceleration and antisquat. The setup is balanced when the LF and LR tire temps are similar. A very good set of adjustable shocks came with the car also and that helped us when it came time to do the setup. Address: 304 5th Creek Road, Statesville, NC, US, 28625; Free Phone: 1-704-871-0817; 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. In most cases the static deflection differs from the actual deflection of the spring between zero and static load, due to influences of spring camber and shackle effect. . Alignment 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. Designed for drag racing where maximum weight transfer is needed. 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. I have had a lot of feedback from teams who did the same with the same results. Now we have a slanted board! 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. lowers roll steer (tightens car on corner entry), increase pan hard rate (may tighten car in center of corner), lowers roll center (decreases chassis roll), raises roll steer (loosens car on corner entry), decrease pan hard rate (may loosen car in center of corner), raises roll center (increases chassis roll). The front half of the leaf spring should be sufficient to control rapid positive torque. Decrease RR Trailing Arm length by 1/8 inch. Clench clips (see Figure 2) have been proven to maintain a more consistent spring rate because of its ability to retain its clamping force. Fiberglass Leaf Spring The fiberglass leaf spring is made of a mixture of plastic fibers and resin; it is lighter than all other springs. Circle track leaf spring help - Don Terrill's Speed-Talk Never over torque the stationary end (front eye) bolts, as it will prevent the suspension from moving freely. This induces less rear steer when the car squats on exit. The front may be too stiff compared to the rear. Leaf Spring Suspension Performance Tips. Front End Geometry 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. With the exception of U-Bolts LANDRUM recommends Permatex Anti-Seize on all leaf spring bolts, pivoting points, and slider components to promote free movement in the suspension. Negative effects include limited number of spring cycles, loss of spring life, and loss in ride heights. With the LF A-arm being shorter than the LF lower control arm your car will lose camber under the left front suspension compression created by the big bar soft spring set up. Roughly 8-10 degrees of third link angle is sufficient to promote antisquat and not hurt your corner entry. Trends are a part of this learning curve and greatly influence some, but not all racers. Impact from tire hopping or grazing the wall can bend or unroll the main leaf eyes. SHOCK SELECTION 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. 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 . SAMPLES: Decrease the amount of rebound in the LR shock and/or soften the rebound in the RF shock to help this situation. The installed rate is the rating of the spring as it is positioned within the chassis itself. It is this sliding scale situation that determines the stiffness of your front end. So the actual change in spring rate was not an increase of 25# as was intended but a decrease of 2#. Rubber bushings tend to promote softer rates than solid bushings. Furthermore, the fiberglass spring is susceptible to damage from rocks and debris. Stacking Springs for 2.5 Coil-overs. 7. We must develop ways to create more rear traction on acceleration only. 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. 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. 1 being the most important. 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. 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. by 72firechicken Sun Jun 19, 2011 5:44 pm, Post Raise the Rear Panhard Bar Up on both sides. by racerx1622 Mon Aug 29, 2011 11:27 pm, Post Running dampening shocks not only will tighten the car on entry, but will also prolong the life of the spring. The track radius used to determine stagger matters the most where the car will be accelerating. 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. The advantage of this style is that the spring is lighter than the multi-leaf. Circle Track FAQs - QA1 The very first step in the process of preparing for the new season is to consider all performance-related items and how they worked last season. There are two different way to run stacked springs. Spring rates range from 200-pounds to 225 pounds, plus you can specify three ride heights. Conclusion Leaf Spring Overall Length. CORRECT MARKING:Having a spring with the correct markings is very crucial. Balance is spoken of in all types of motorsports these days, even F1. Vintage/Classic/Historical Engine Tech, 3V Performance Engine & Valve train Development, Race Cars & Parts - For Sale or Wanted. Use a long (60 should be adequate) straight edge as a datum line. 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. 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. Raise the front LR trailing arm mount. Use a Smaller Front Stabilizer Bar. Surface Open to the public Mark as open if it is closed due to COVID-19 but open usually. 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. DISPOSE OF DAMAGED SPRINGS:While springs are made of a high-tensile strength wire, they are susceptible to damage from impact. As a result, the inboard springs are mounted the softer the installed rate will be. Just giving the car more rear traction, period, does not help us if the car becomes too tight in the middle of the turns and we could end up with the reverse of what we need. Landrum Performance Springs offers a range of aftermarket suspension springs used primarily in Circle Track Racing, Drag Racing, Off-Road Racing & Powersports markets. Most teams that do this also run the BBSS setups and desire to drop the front end as low as possible and as quickly as possible on turn entry. For example, if the spring industry standard is say 5%. A particular car at each racetrack will require a certain amount of rear stagger. If the rear end is not aligned properly, the car may be either tight or loose in all three phases of the turns. 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. As a result, the car will have unpredictable chassis characteristics and may cause premature tire wear. Major League Baseball has . Also, check out QA1's YouTube channel for tech, product and company videos! 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. PDF By Bob Bolles, Circle Track Magazine - Longacre Racing 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. When attempting to tune your car's handling balance at the racetrack, always start with the middle phase of the turns. 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. The spring rates and spring split across each axle help determine the desired attitude, or roll angle of that end of the car. Allstar Performance offers quality Circle Track Racing - Asphalt Suspension at a great price, check out our website today at allstarperformance.com. Try to install shock rates to complement the car's setup. The more third link angle you have, the more antisquat there is. It's been three years since we discussed the subject of handling fixes. Below are suggestions on selecting a spring for your application. If you lightly brake into the corner and the problem diminishes, then brake bias is the culprit. The overall work that a shock does is to resist the rebounding of the springs and control the speed of compression. This tends to tighten the car on corner entry and through the middle of the corner. Every time that the material is heated, it removes carbon from the material. Theinboard mounting positionof the springs play an important role as well. Squared end leaves produce high stress points in each leaf leading to premature failure of the leaf. As each season comes along, our knowledge of what we need and desire grows. Yes, I get inquiries about how to apply the BBSS setups to both of these types of cars.

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