asphalt circle track leaf spring setup

Try to install shock rates to complement the car's setup. modified setup by Chuck Barton - Issuu So, with the Detroit Locker rear end, stagger should match the radius of the turn where the car is starting to accelerate and the rear end is locked. Racing Shocks Setup Tips 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. 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. 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. However, the negative effects of these bushings greatly outweigh their intended purpose. 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. Rear Suspension - Circle Track Supply, Inc. Landrum Performance Springs offers a range of aftermarket suspension springs used primarily in Circle Track Racing, Drag Racing, Off-Road Racing & Powersports markets. This is how the spring segments are clamped together. The completely closed-ends are used when the requirement is that rate remains more consistent throughout the coil springs travel. Here are what we consider to be the 10 most important areas of chassis setup with No. 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. The influence of the location of the front MC can be compared to a sliding scale. TUNING THE CAR WITH SPRINGS REMEMBER: "STIFF SPRING GETS THE WEIGHT" Rear to front weight transfer (deceleration) POINTS TO REMEMBER: (1.) Increase the Rear Brake Bias. can develop a winning setup. Let's go through each item and explain how they can affect our turn entry and exit performance. The message I get from those who have worked this trend for a sufficient number of years is one of the following two types: 1) a continuing and constant search for balance in the car and a loss of success on the track, or 2) a returning to the more conventional setups because they have experienced number 1 above. 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. In addition, the choice of this material will allow a manufacture to wind the spring out of smaller wire to incorporate a larger pitch, which will inadvertently allow more travel and produce a lighter weight spring. Solid bushings provide stable and predictable handling characteristics that lead to more consistent lap times. 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. Here is a typical situation found at any given track. However, under racing situations, this may cause the chassis and rear end to have excessive movement, thus producing erratic handling. The effect will be a lack of forward and side bite under acceleration. We will need to go through a checklist to eliminate some familiar problems. This system uses two springs on tip of each other in series. 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. When should one use high or low arched springs? Leaf springs are the oldest form of suspension in racing. The more carbon removed from the material, the more hardness is removed from the wire. So, with some of the information we have learned over those years applied, here is a modernized version of that article. The front moment center (MC) location plays a huge role in how the front end wants to work. LANDRUM SPRINGS engineers have found that by using two of the same spring rates, but installing one of the springs with a higher arch (for example on the left rear) is not recommended. Antisquat is detrimental to corner entry. I would try it. By David Baker. by racerx1622 Mon Aug 29, 2011 2:12 am, Post $259.99. Simply grinding the spring flat after forging it is like putting excessive ketchup on a bad hamburger. When the shock travels, the divider between the shocks moves up the shock body. Forged ends are only desirable when mass production of a loose tolerance spring is acceptable, for example, the agriculture or industrial industry. Shocks & Springs - Circle Track Supply, Inc. The front half of the leaf spring should be sufficient to control rapid positive torque. We hope you enjoy shopping at Circle Track Supply, Inc. 225lr/200rr Chrysler spring. In fact, it is more important to get the mounting angles correct than selecting the proper spring rate.No matter what spring you put on the car it may not perform properly if the angles are misaligned.To counteract the effect of incorrect mounting angles, you may have to install erratic spring rates, shock rates, wheel off sets, unsuitable ride heights, and/or undesirable tire stagger, each of which will cause unpredictable handling characteristics. Moving the pull-bar or just the third link to the left increases the loading on the LR tire during acceleration. The disadvantage of this style spring is that the spring rate has a progression in spring rate. Circle Track Setup: Springs 101 - iRacing.com It seems like it is the modern buzzword for describing the goals of chassis setup. Running dampening shocks not only will tighten the car on entry, but will also prolong the life of the spring. The driveshaft doesn't know which view these angles are resulting from, just that they are equal and opposite. Same weight, same board, but now let's use a 25 pound spring and a 50 pound spring. This is not the same amount at all positions of the spring, and is different for the spring as installed. 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? This is why the driver and the tire temps showed no change. After viewing the data sheets we found that the 375# tagged spring was actually a 387# and the 400# tagged spring was a 385#. Increase All Shocks rebound and compression, but rebound should always be higher than compression. 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. It consists of a center bolt that properly aligns the leaves and clips to resist its individual leaves from twisting and shifting. The shape of the racetrack can affect how the car is balanced when exiting the turns. If it is turned less, it is loose. While it is important to monitor free height for spring set, it is more crucial to know the actual rate in its working range. 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. This induces rear steer when the car squats on exit. As we use the left-front tire more. I don't really encourage that method. That is the best description of the result of the dynamic force that influences each system. 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. Many factors affect the front end height, and wheel offset is a major consideration. 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. DATA PRINTOUTS:Having springs packaged with data information is crucial to any serious race team. Landrum Springas well as many top-level teams have found this to be counterproductive when setting up a car and compiling consistent results. So, again this year as in past years, we will present what is admittedly the formula for success related more for the conventional and what we call soft conventional setups mainly because these are the ones that produce more consistency and do win races. Examine the spring immediately upon receiving. If all of these issues are evaluated and corrected, then you can move on. As the front brakes are applied, the caliper grabs the rotor and the motion of the wheel/rotor tries to rotate the spindle. Bushing choice will also affect spring life, and more importantly, spring performance. Furthermore, the life of the spring will be extended due to the fact it is not under high stress, but more importantly, handling will be consistent. and a 200 lb. A shackle with a 3 degree layback incorporates a stiffer installed rate than a shackle at 25 degrees layback. Multi-leaf springs used for racing should incorporate leaves that are diamond trimmed on each end, not leaves that are tapered on the ends. Increase the Split in the Panhard Bar Heights. Both of these are necessary components that will be needed to win championships. After stiffing the spring to a 400# tagged spring the driver did not feel any changes. This condition is very hard to detect from a driver's perspective. By Bob Bolles, Circle Track Magazine . The new spring is tagged 2,200#; on the other hand, the unknown rate is 2,310#. 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. On the bottom of the leaf, you can get a better look at the segment clamps. The stiff LF spring setup does not work well on tracks banked over 10 degrees. HOPEFULLY THE INFORMATION CONTAINED IN THE TECHNICAL AREA HAS BEEN HELPFUL. 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. (2.) Yes there's aftermarket springs that work great on there own to combat wheel hop if you don't want to or can't run traction bars. These do not install with rubber isolators either. Front End Geometry Another way to stack springs is to use the dual system. How much does each spring compress? Decrease the Angle of the Upper Trailing Arm. Engineered to hold a great amount of stored energy for instant weight transfer. 224 0 obj <>/Filter/FlateDecode/ID[<04189D418AA83747B285A384057BE34D>]/Index[208 34]/Info 207 0 R/Length 92/Prev 972353/Root 209 0 R/Size 242/Type/XRef/W[1 3 1]>>stream Find where to run in Chandler, Arizona - runtrack.run When it happens on the left front, the chassis will lose bite. Once it reaches a predetermined point, the divider hits the stop and the top spring is no longer able to compress. The cure must address where the car is not handling and ideally not affect those areas where the car is good. It is this sliding scale situation that determines the stiffness of your front end. This induces less rear steer when the car squats on exit. Tire temperatures can tell a lot about the setup and where we need to look to fix the setup balance problem. 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. If the geometry is such that the rear end is made to steer on turn entry so that the RR wheel is farther to the rear than the LR wheel, we have rear steer to the right. It has been found that the misalignment of your tires/wheels presents serious drawbacks to a finely tuned chassis and setup. They report running about 0.75 inch and complain that the car is tight off the corners. 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. Brake Bias This prevents undesirable chassis and rear end movement, thus creating favorable synergy between the chassis, springs and rear end. Long gone are the days of saying that the MC is not important. on the left rear and 225 lbs. 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 less desired method is the forged or stamped method. Furthermore, the leaves should include Teflon inserts on each end to reduce inner leaf friction. 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. Yes, I get inquiries about how to apply the BBSS setups to both of these types of cars. There are ways to do that without changing the handling at other points around the racetrack. Decrease RR Trailing Arm length by 1/8 inch. The components that locate the rear end must be evaluated and set correctly. One way is to have a rear spring split, where the right rear (RR) spring has less spring rate than the LR spring. We will look at each phase of the corner and offer handling remedies based on the phase they affect. endstream endobj startxref 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. When all three phases are balanced, work on driver finesse and practice passing maneuvers running high and low off the corners. The amount of difference you need is directly influenced by the installed motion ratio of the spring and the spring rate. Setting the Bar - JOES Racing Products Mono Leaf Spring Consists of one main leaf where the materials width and thickness are constant. So don't try it. This simple task will increase the life of the leaf spring dramatically. Furthermore, because the front eye is allowed to pivot, it does not have any solid displacement to drive the car forward. Like anything else, all suggestions are just what they are "suggestions." All cars and drivers are not alike, but in general these are . . Negative effects include limited number of spring cycles, loss of spring life, and loss in ride heights. The driveshaft alignment is critical from the standpoint of mechanical efficiency. To determine the effective angle of a shackle, pull a string from the center of the front eye to the center of the rear eye of the spring, and then a line from the rear eye through the shackle pivot point. That is the essence of shock technology related to handling influences. For instance, a J200 (5o.d. The settings, including the moment center location, really do dictate how all of the other parts and pieces of setup will work. PHOENIX (3TV/CBS 5) Spring training fans can now mark their calendars about which games they want to attend. 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. DESIGN: Most coil spring failure is directly related to the design of the spring. This develops more crossweight as the car squats on acceleration. If you have to steer to the right at mid-turn, bring the car back in. 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. Several top-level teams have found that this movement actually causes the car to handle inconsistently. Off-centered adjusters can be very inconsistent. Some orders may take longer than normal, we apologize for any delays (we are trying!) Alignment issues are defined as: A. rearend alignment, B. contact patch alignment, C. driveshaft to pinion/transmission alignment, and D. engine alignment. The same theory applies to leaf springs. We have redesigned our website to give our customers a better online shopping experience. SERIAL NUMBER:Having a spring that has its own serial number is important. Leaf Spring Overall Length. Ackermann is easily checked by using a laser system or strings. Rubber bushings tend to absorb more energy and loads from the chassis and rear end, therefore the springs tend to last longer. A typical problem is a spring that has excessive arch in the center. Post Furthermore, the crew made unnecessary changes, wasted valuable time, resulting in wear and tear on the engine, tires and other components. 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. Springs should be replaced after a chassis has received a severe blow. 4-Link 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. Setup Tips for Asphalt Oval Racing The first heating of the material comes when the end of the wire is stamped and the second heating process is when the wire is being rolled to a coil form. Drag Racing Front Spring Tec. Circle Track - Asphalt; Circle Track - Dirt; Open Wheel - Sprint Car; Off-Road & Tractor Pulling; All Categories ; Shop By Price $0.00 - $98.00 . 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. To fix this, reduce the rebound rate in the LR shock and/or stiffen the compression rate on the right-front shock. Cars that don't turn well are very likely to have poor MC designs. Every time that the material is heated, it removes carbon from the material. 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 . Furthermore,Landrum Springis recognized as the only company in the racing industry worldwide doing so. The RF and LF wheels will always experience changes in camber as the car enters and rolls into the turns. The idea is to steer the car using different height holes for the rear control arm mounts. After the supposed spring change, the team then began to change shocks, sway-bars, and pan-hard bar heights. Be careful not to overdue that. When it happens on the right front, the chassis will gain bite. Increase the Rear Tire Stagger. Tech Central - AFCO - Racing Because the front tires generate more traction with a greater angle of attack, the driver is actually putting more traction into the front end. If a user was to lose their sheets then we should be able to pull the data up at a later date. Technical Information - Landrum In that time, a lot has changed with how racers on asphalt set up their cars. 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. endstream endobj 209 0 obj <. 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. If those desired angles are different, then we term the setup unbalanced. It's no wonder. Adjusting That Rear End: Get Traction Under Control Usually a 60-65 percent front and 35-40 percent rear bias works for most tracks. 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 a metric four-link car, the four control arms determine the rear moment center height too. For example, ARCA and other type stock-car chassis whose accuracy of pit stop changes are a necessity. When this is severe, the front end will push and no adjustment to other setup parameters will seem to help the situation. Disc brake spacers will further impact the height. Increase Left Rear Spring Rate. 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. The bottom line is that at mid-turn, each end will want to roll to its own degree of angle. 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. To increase resistance on the left rear, one may incorporate a 225 lb. 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). When not racing, keep the springs unloaded by simply placing a jack stand under the chassis frame rail. Circle Track - Asphalt Suspension | Allstar Performance Circle track leaf spring help - Don Terrill's Speed-Talk Rear Geometry The optional third day of the Performance Driving course offers extended track time with more in-car coaching and driver development. Tapered leaves have inconsistent run out, thus inconsistent spring rates. Next, tune the entry balance and then tune the exit balance. How to Raise Cross Weight in iRacing Setup Try one or two click on each spring perch shown above to raise the cross weight. This is very "old school" but when applied with a balanced setup, very effective. Leaf Springs | Get Started Racing 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. Allstar Performance offers quality Circle Track Racing - Asphalt Suspension at a great price, check out our website today at allstarperformance.com. Mid-turn handling problems are caused by a car that is either tight or loose. Multi-Leaf springs used for racing should have a clench clip type system. We hope you enjoy shopping at Circle Track Supply, Inc. Lower the Rear Panhard Bar on both sides (frame and rear-end attachment). Although they are the oldest, they seem to be the least understood. Softer grades tend to stretch under stress created while tightening instead of maintaining compression between the spring and axle perch. Antidive effect can help the situation. 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. Whenever a manufacture sets up to run several hundred springs of one particular rate, the end result is less than perfect. This force is resisted by the ball joints and control amrs. Measure from the main leaf to the datum line. And as for you Modified and Stocker class teams, don't even think about it. CTS SUPER DUTY LEAF SPRING ROLLER STYLE SLIDER-CHEVY OR CHRYSLER STYLE. 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. In the case of an unbalanced setup causing a tight condition, the rear of the car wants to roll more so than the front.