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. At some point, we take in enough information to allow us to avoid the mistakes of the past and get ahead of the curve in setting up our asphalt cars. Let's stay with the circle track lingo. 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 the common asphalt setups of today, where we use a larger sway bar and softer springs (BBSS), the presence of Ackermann effect could be more detrimental. Free rateis the rate of the spring when it is out of the chassis. However, tie down shocks are becoming less and less desirable. Raise the Rear Panhard Bar Up on both sides. No one including us can guarantee every spring to rate out exactly. These lightweight clips simply cannot withstand the tremendous forces encountered in racing leaf springs. "By using two springs in series, the dual setup allows them to have a softer ride . Allstar Neck . Moreover, on super-speedways, the raised frame height will result in the car having to push too much air. Landrum Performance Springs offers a range of aftermarket suspension springs used primarily in Circle Track Racing, Drag Racing, Off-Road Racing & Powersports markets. Rear Steer Design - Chassis Setup For Improved Cornering - Circle Track Choosing too light of a spring rate will cause the spring to be in a higher stress situation, thus losing ride height. Each end has its own moment arm length and resistance to roll as well as other factors. The front may be too stiff compared to the rear. FYI, the springs shown here are stock ride height for a 1970 Nova. If there is, try to adjust the brake bias to eliminate the adverse condition. . When the car is not balanced, the neutral handling does not stay with the car for very long. Complete kit includes a pedal with a built-in return spring and throttle stop, universal firewall bell crank. Proper U-bolt selection is critical, use only Grade 5 U-Bolts. Mono Leaf Spring Consists of one main leaf where the materials width and thickness are constant. The disadvantage is that they produce inconsistent spring rates. The resins break down when exposed to heat and heat cycles (produced from exhaust and/or brake systems) which will cause the resin in the spring to become brittle, resulting in the spring collapsing. by 72firechicken Wed Jun 22, 2011 3:46 pm, Post Generally the spring rate will increase when the following is done or decrease on the opposite. asphalt metric street stock setup asphalt metric street stock setup on March 30, 2023 on March 30, 2023 This is an effect that increases the amount of toe-out in our race cars when we turn the steering wheel. 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.. Tapered end leaves have a gradual decrease in thickness on each end. The spring will not have any consistent spring pre-load from one spring to another; as a result, the chassis will not respond consistently. Roughly 8-10 degrees of third link angle is sufficient to promote antisquat and not hurt your corner entry. This simple task will increase the life of the leaf spring dramatically. The steering system in your car must be evaluated and any negative characteristics must be eliminated. Moreover, accurate spring changes will allow teams to be more progressive in their test sessions and eventually reflect in their qualifying efforts and then onto the race. Here is an explanation of balance related to the dynamics of the race car. It has been found that the misalignment of your tires/wheels presents serious drawbacks to a finely tuned chassis and setup. The current spring is tagged 2,000#; however, the unknown actual rate is 1,900#s. They report running about 0.75 inch and complain that the car is tight off the corners. Increase Left Rear Spring Rate. I don't get too many reports of continual, repeated wins and successes. The front half of the leaf spring should be sufficient to control rapid positive torque. Pitch is the distance between the wires on any given coil-spring. One of the very first tasks in setting up a race car is to make sure all of the alignment issues have been corrected. When should one use high or low arched springs? 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. Setup Tips for Asphalt Oval Racing The control arm angles affect the rear steer and the third-link angle can redistribute load upon acceleration. 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. The chassis was as good or better at the end than it was at the beginning.". Higher arch springs tend to work better on the dirt tracks whereas the lower arch springs perform better on the asphalt tracks. If a user was to lose their sheets then we should be able to pull the data up at a later date. This style is sufficient to control axle torque and dampening, while maintaining ride height. I have talked to racers who run on tracks that require 1.75 to 2.00 inches of stagger. We hope you enjoy shopping at Circle Track Supply, Inc. With the BBSS setups, reduced roll angle is the goal, so using a smaller sway bar is out of the question. The reasons are easy. Urethane and aluminum bushings tend to transfer more energy and loads directly to the spring. Also, excessive torque of the shackle bolts will increase the installed rate. Tech Central - AFCO - Racing Increase the Angle of the Upper Trailing Arm. Squared end leaves produce high stress points in each leaf leading to premature failure of the leaf. Theinboard mounting positionof the springs play an important role as well. TUNING THE CAR WITH SPRINGS REMEMBER: "STIFF SPRING GETS THE WEIGHT" Rear to front weight transfer (deceleration) POINTS TO REMEMBER: (1.) The farther to the right of the centerline, the less the front end will want to roll. It should help your 60' times by letting the rear squat more at the line before the suspension loads up. 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. Although they are the oldest, they seem to be the least understood. 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. 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. LANDRUM SPRING and many of the top chassis manufacturers recommend that the shackles never extend straight back. 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. Leaf Spring Setup | Team Camaro Tech Furthermore, the crew made unnecessary changes, wasted valuable time, resulting in wear and tear on the engine, tires and other components. Our springs are available in a wide range of sizes and rates. Reduction of spring life due to high stress loads on the shackle end of the spring. A tight condition is the number one complaint from drivers. Shocks affect the motion of the corners of the car and therefore the placement of loads during transitional periods. 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 Trends are a part of this learning curve and greatly influence some, but not all racers. We always start with the front end geometry on any race car. 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. Antidive effect can help the situation. At Apex Customs Phoenix our expert technicians understand that every suspension package is . The free rate is generally progressive, meaning that the leaf spring rate does not increase proportional to the rate of deflection. Rubber bushings tend to promote softer rates than solid bushings. The disadvantages of banding clips with rubber linings is that the rubber will absorb grease and brake fluids leading to deterioration of the components. This prevents undesirable chassis and rear end movement, thus creating favorable synergy between the chassis, springs and rear end. 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. The car came with everything the team needed except the motor and tranny. This eliminates the inaccuracies and confusion of trying to figure out how each spring is rated. Reduce the crossweight in a tight car and increase the crossweight percentage in a loose car. This tends to tighten the car on corner entry and through the middle of the corner. It is important to design the spring to its environment as well as its intended use. Through our research, diamond trimmed leaves produce the most consistent spring rate. These types are desirable where stock lower control arms are used. So, here is, in order of logic and importance, a list of setup parameters we need to address to make our cars fast and consistent. 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.) Circle track leaf spring help - Don Terrill's Speed-Talk Measure from the main leaf to the datum line. 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. Numerous car builders have come to realize the truth in the above statements. Below are suggestions on selecting a spring for your application. For example, ARCA and other type stock-car chassis whose accuracy of pit stop changes are a necessity. The idea is to steer the car using different height holes for the rear control arm mounts. 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. These are the general rules unless you are trying to "tie down" a corner. The Antis The tire temperatures still supported his feel. On the bottom of the leaf, you can get a better look at the segment clamps. 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. Leaf Spring Conversion Chart. It may take a few test sessions to help you determine your balance, but if you observe the indicators correctly, then tuning the car for dynamic balance can be done. Furthermore, a race team will not have to purchase additional springs to fill the void left by the springs that did not rate properly to the theoretical rate that they were supposed to be. 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. 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. 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). First, we needed to look at the previous setup to see what went wrong. Increase the Split in the Panhard Bar Heights. The rear end should be at right angles to the chassis centerline, and the right side tire contact patches should be inline. If the front is diving under braking then add anti-dive to front suspension. You can decrease the spring rate by increasing the angle, or increase the rate by decreasing the angle. The stiff LF spring setup does not work well on tracks banked over 10 degrees. Speed up and do a few hot laps, and again note the position of the steering wheel. The RF and LF wheels will always experience changes in camber as the car enters and rolls into the turns. Leaf spring rates can be increased or decreased based on the mounting positions and angles. This system involves riveting the clips onto the leaves; the advantage is in preventing the clips from sliding up the leaf and becoming loose. Plan out changes that could help improve performance or durability. 4-Link By far the most common handling malady historically is inability to turn. 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. 1/2" on RF (5 degree angle of Upper A-Frame mounting bolts), 1/4" on LF, front higher than back, average bolt height the same as before. 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. The new spring is tagged 2,200#; on the other hand, the unknown rate is 2,310#. Shock rebound rates need to be adjusted to allow the LR tire to stay in contact with the racing surface. The springs are tall and constructed from small-diameter, high-tensile chrome silicon wire, providing the correct rate for the listed application. The spring rates and spring split across each axle help determine the desired attitude, or roll angle of that end of the car. Next, tune the entry balance and then tune the exit balance. On a three-link rear suspension you should have the front of your right-side control arm higher than the rear mount by 1/3 of the total amount it will travel in the turns. These methods, good or bad, can be confusing at times. . In addition, banding clips are frail and tend to break under impact or stress. It consists of a center bolt that properly aligns the leaves and clips to resist its individual leaves from twisting and shifting. Check Tire temps, if LF is coolest (unbalanced setup): Decrease front springs, maybe even use reverse split (LF stiffer). The following diagram illustrates a top view of the rear leaf springs which may be useful in determining a splayed or toed in pattern of the oval track Chrysler set up. Remove the spring from the car and place it on its side on the floor or a flat surface. We have redesigned our website to give our customers a better online shopping experience. Stock cars using the metric-style four-link rear suspension usually need to do this just to achieve a balanced setup with the high rear moment centers in those cars. When the front bushing is allowing the front leaf spring to pivot, it transfers all the side loads and lateral forces to rear portion of the leaf spring and shackles or sliders, which were not designed to handle the additional stress. HOW TO EXAMINE AND CHOOSE YOUR HIGH PERFORMANCE LEAF SPRING. Forged ends are only desirable when mass production of a loose tolerance spring is acceptable, for example, the agriculture or industrial industry. The following information and diagram may be beneficial for installing and checking mounting points. Asphalt Late Model-Super Late Model Panels and Kits; . 10. Plan your shock layout by comparing the stiffness of one to the other corners and to the spring stiffness at the corner you are trying to control. Decrease the Pre-Load on the Stabilizer Bar. Because the front tires generate more traction with a greater angle of attack, the driver is actually putting more traction into the front end. Apex is your one stop solution for automotive suspensions. The bottom line is that at mid-turn, each end will want to roll to its own degree of angle. As we use the left-front tire more and more, the negative results of Ackermann become more apparent. SAMPLES: That is the best description of the result of the dynamic force that influences each system. We are at a crossroads at this point in time with setup technology in asphalt racing. The settings, including the moment center location, really do dictate how all of the other parts and pieces of setup will work. 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.

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