LANDRUM SPRING is not responsible for any incorrect information listed. Flat end springs are achieved in two different ways, ground or forged. This malady is more common than most racers know. Doing this will probably make the car loose off the turns while under power. Carrying an inventory of A-Arm lengths gives you more Instant Center Adjustment choices right at the track. The farther left the MC is located, the more efficient the front end will be and will want to roll. 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. Many times hair-line fractures and cracks cannot be seen without the aid of a florescent penetrant inspection. Some manufactures even feel and state that racers should monitor a springs free height instead of its rate. At the end of the day, the springs where rated. Furthermore, the spring will absorb all the weight transfer, and not plant the tire securely on the track. 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? It just won't work. For example, ARCA and other type stock-car chassis whose accuracy of pit stop changes are a necessity. On the bottom of the leaf, you can get a better look at the segment clamps. 2. So don't try it. Allstar Performance offers quality Circle Track Racing - Asphalt Suspension at a great price, check out our website today at allstarperformance.com. We must develop ways to create more rear traction on acceleration only. If and when the length exceeds the outside diameter ratio then the spring will tend to bow, similar to the shape of a banana. No one including us can guarantee every spring to rate out exactly. 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. That is fine as a goal, but what we really want is both balanced and neutral. The current spring is tagged 2,000#; however, the unknown actual rate is 1,900#s. A 1 1/2-inch top view misalignment with a 44-inch driveshaft results in nearly 2 degrees of angle at both the tranny and the pinion shafts. 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. Free rateis the rate of the spring when it is out of the chassis. PHOENIX (3TV/CBS 5) Spring training fans can now mark their calendars about which games they want to attend. The true rate of the spring, not just a tag denoting theoretical rate. Toggle menu. As we use the left-front tire more. If there is, try to adjust the brake bias to eliminate the adverse condition. Let's stay with the circle track lingo. The bottom line is that at mid-turn, each end will want to roll to its own degree of angle. For example, when the leaf springs are toed in (the front eye locations closer together than the rear mounts) the lateral rate or twisting resistance is increased, therefore ones side bite rate is increased. I don't really encourage that method. HOW TO EXAMINE AND CHOOSE YOUR HIGH PERFORMANCE LEAF 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. Both of these are necessary components that will be needed to win championships. Always use Grade 5 washers and deep well nuts. The length decreases, the width increases, the thickness increases, the number of leaves increases, Brinell hardness increases, utilizing a harder durometer bushing. Shackle angledetermines the rate as well. With the car set up correctly, it is just a matter of experience and a little racing luck that brings that first win. 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. I'm not saying this is not important to some degree, but on short tracks I would stress that aero downforce is over-rated in most cases. With this system you can run a softer rate on the top and a stronger rate on the bottom. If the front is diving under braking then add anti-dive to front suspension. 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. Tech Central - AFCO - Racing Bushing choice will also affect spring life, and more importantly, spring performance. In turn, the life of the spring and the number of cycles is reduced. A slight amount of rear steer to the left has been shown to help provide more traction at the rear and bite off the corners where it is needed. We always start with the front end geometry on any race car. The rubber, many times, will fall out due to the rigor of racing. Anything over 3 tends to be excessive and decreases forward bite due to the fact that the torque wrap up or forward thrust resistance of the rear end increases, therefore not allowing any wrap up or torque dampening to occur. With the BBSS setups, reduced roll angle is the goal, so using a smaller sway bar is out of the question. The driveshaft doesn't know which view these angles are resulting from, just that they are equal and opposite. "In the 50-lap Main, our fastest lap time was clocked on Lap 43. Stacking Springs for 2.5 Coil-overs. If the wheel is turned farther at speed, the car is tight. Furthermore, the fiberglass spring is susceptible to damage from rocks and debris. Sometimes the car is tight and the driver turns the steering wheel far enough to get the car to turn. Our springs are available in a wide range of sizes and rates. Squared end leaves produce high stress points in each leaf leading to premature failure of the leaf. By far the most common handling malady historically is inability to turn. The entry and exit to and from the middle are affected by transitional components in the car. 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. Antisquat results from the third link trying to straighten out, or become more horizontal as the car accelerates and the rear end desires to rotate. The right-side tire contact patches will also need to be inline with the right front tire pointed straight ahead. In addition, as the spring is put under load the shackle angle increases; therefore, the spring rate decreases under travel. We mostly use the sway bar to tune for traction off the corners. The basics remain the same, but with a few critical adjustments. We were 0.13 faster than we qualified. By purchasing springs that are already accurately rated, you will not have to pay your engineer ($$), team manager ($$), or crew chief ($$) to rate springs that you have purchased. Asphalt Chassis Setup - Prepare Your Race Car For The New Season Allstar Performance $44.99. For instance, a 1300 lb/in spring may be 1325 the first inch, 1395 the second and 1460 the third inch. If those desired angles are different, then we term the setup unbalanced. The center of gravity (CG) height influences where the MC should be located. If it is turned less, it is loose. I talk to lots of racers representing every form of circle track racing in every region of the country and beyond. Sliding the MC left and to the inside of the turn makes the suspension softer. The completely closed-ends are used when the requirement is that rate remains more consistent throughout the coil springs travel. Roughly 8-10 degrees of third link angle is sufficient to promote antisquat and not hurt your corner entry. This is how the spring segments are clamped together. Instant Center Adjustment - JOES Racing Products The MC should always be somewhere close to the centerline (i.e., midway between the tire contact patches). There are ways to do that without changing the handling at other points around the racetrack. 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. There are pro and cons to both types. asphalt metric street stock setup Some springs may need .780 or .810 wire so as to not to be high stressed. Also, the longer the shackle length, the slower the arc movement which decreases the rate of the spring change. Softer grades tend to stretch under stress created while tightening instead of maintaining compression between the spring and axle perch. The disadvantages of banding clips with rubber linings is that the rubber will absorb grease and brake fluids leading to deterioration of the components. 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. LANDRUM PERFORMANCE SPRINGSmakes no guarantees that these charts will be suitable for each racers needs. If the front geometry is not designed correctly, then as the car dives and rolls, the RF camber relative to the racing surface will change and the tire will lose grip. 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. I have always believed in priorities because you can make gains faster when you solve the high priorities problems first. 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. Because the torque requirements are low, it is suggested to always use self-locking nuts to prevent nuts from backing off. Lower the Rear Panhard Bar on both sides. It helps to install brake bias gauges and then adjust the amount of pressure front to rear. Furthermore, there will tend to be less stress on the spring and spring related because the pressure will be equally distributed throughout the spring and chassis. Circle Track - Asphalt Suspension | Allstar Performance A-Arm length and mounting height have a dramatic effect on Instant Center Location. 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. Most companies incorporate a metal tag denoting the theoretical rate of each spring. Run the car at a moderate speed through the middle well below race speed and note how far the steering wheel is turned. Furthermore,Landrum Springis recognized as the only company in the racing industry worldwide doing so. 5. Since each spring is bearing 50 pounds of weight, the 25 pound spring will compress two inches, and the 50 pound spring will compress one inch. Coil springs wound with an inconsistent pitch will produce an inconsistent rate. I don't get too many reports of continual, repeated wins and successes. Decrease LR Shock rebound and/or increase RF Shock compresion. 3. Furthermore, the crew made unnecessary changes, wasted valuable time, resulting in wear and tear on the engine, tires and other components. These types are desirable where stock lower control arms are used. 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. If you lightly brake into the corner and the problem diminishes, then brake bias is the culprit. Brake Bias Then a 2,000# spring could be anywhere between 1,900 to 2,100#. Leaf springs are the oldest form of suspension in racing. However, the negative effects of these bushings greatly outweigh their intended purpose. The front half of the leaf spring should be sufficient to control rapid positive torque. With setups that use a very stiff right rear spring, the angle of the right trailing arm will need to be less than when using a conventional softer spring because that corner will move less. We run a monoleaf on the right and a stacked leaf on the left. Furthermore, these solid bushings control and enhance chassis performance by resisting chassis roll/torque. There are several things we can do to help balance the car. Reusing a damaged spring could have negative consequences. 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. Even though the winding process using CNC automated equipment is consistent, the variances in the quality of spring wire is not as consistent. Increase the LF Spring Rate. 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. Bite Off The Corners For example, if you want 250 lbs. Apex is your one stop solution for automotive suspensions. And, it must be economically applied. Several top-level teams have found that this movement actually causes the car to handle inconsistently. This system uses two springs on tip of each other in series. Brake bias influence can be easily determined by entering the corner with medium to heavy braking first and then entering with light braking to see if there is a difference. 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. This is the true arch of the spring. SPRINGS WITH HIDDEN COST $$:Simply put it, buyingGOLD COILSmay save most any race team money. Although the camber change is quick and the wheel returns to normal camber settings a short time later, once the push starts, it is hard to stop it without slowing down. We can reduce the rear spring split if we are using a softer right-rear (RR) spring by stiffening the RR spring and/or reducing the LR spring rate. 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. The springs length, width, thickness, number of leaves, hardness,bushings and clips determine the spring rate. The settings, including the moment center location, really do dictate how all of the other parts and pieces of setup will work. Antisquat is detrimental to corner entry. These springs tend to stay locked in place when the suspension is unloaded; for instance, changing a tire during a pit stop. Knowing that every spring has its own characteristics, Landrum Spring, engraves the exact rate of each and everyGOLD COILto 1/10#. Front End Geometry Suspension | Apex Customs The track radius used to determine stagger matters the most where the car will be accelerating. That troubles me. Also, excessive torque of the shackle bolts will increase the installed rate. But the most useful rear steer will only occur on acceleration and not at mid-turn. These are the general rules unless you are trying to "tie down" a corner. This can enhance the life of the leaf spring because the shock will be absorbing some of the braking forces. 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. Higher arch springs tend to work better on the dirt tracks whereas the lower arch springs perform better on the asphalt tracks. We have continually pressed these issues because of the extreme importance they have. This prevents undesirable chassis and rear end movement, thus creating favorable synergy between the chassis, springs and rear end. The car may or may not be neutral in handling, but the handling will not be consistent. In the QA1 part numbers, which is first - compression or rebound? 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. 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.) Then all you have to do is maintain that balance throughout the season and that means resisting making changes that take you outside that envelope. Whenever a manufacture sets up to run several hundred springs of one particular rate, the end result is less than perfect. We will look at each phase of the corner and offer handling remedies based on the phase they affect. The car came with everything the team needed except the motor and tranny. Every time that the material is heated, it removes carbon from the material. The steering system in your car must be evaluated and any negative characteristics must be eliminated. Raise the Rear Panhard Bar Up on both sides. 6. Racing Springs - Landrum Performance Springs 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. Proper U-bolt selection is critical, use only Grade 5 U-Bolts. Technical Information - Landrum modified setup by Chuck Barton - Issuu This puts undue stress on the leaf springs. This tends to tighten the car on corner entry and through the middle of the corner. 0 When they are working together, the car is well on the way to a balanced state. We felt that more standardized rating would be helpful to everyone involved. 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. Designed for drag racing where maximum weight transfer is needed. If this component on your car is not right, then the whole car will suffer, no matter what else you do. If there are any marks or distortions on the spring they should be discarded. Also, check out QA1's YouTube channel for tech, product and company videos! Decrease the amount of rebound in the LR shock and/or soften the rebound in the RF shock to help this situation. An unbalanced car can be very fast, although the thrill lasts but for a short time. LEGEND: May use 1 or 2 90/10 Dampening ShocksOver Rear End to Tighten Car on Corner Entry. 241 0 obj <>stream 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. Disc brake spacers will further impact the height. 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. A too-tall spring may be lowered by cutting off a portion of a coil (usually around 1/4 to 1/2 of the coil). Like anything else, all suggestions are just what they are "suggestions." All cars and drivers are not alike, but in general these are . Manufactured from only the best high-tensile chrome silicon material. Parabolic Single Leaf Consists of one main leaf with a tapered thickness. This simple task will increase the life of the leaf spring dramatically. We will cover the different aspects of leaf springs from free rate to installed rate, applications, hook up points and other performance enhancing factors. It is the purchasers responsibility to order the correct products through their personal racing experience. Setup With a big-bar Mike Leary of Leary Racing Shocks recommends adding wedge to the car by preloading the bar. Address: 304 5th Creek Road, Statesville, NC, US, 28625; SAMPLES: This happens when the crew knows there needs to be a spring split in the rear and installs a stiffer RR spring than the LR spring, but goes overboard and uses a RR spring that is much too stiff. endstream endobj 209 0 obj <. 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. The rate of a spring is the change of load per unit of deflection (N/mm). Leaf Spring Conversion Chart. This force is resisted by the ball joints and control amrs. We hope you enjoy shopping at Circle Track Supply, Inc. Recommended Basic Setups. DESIGN: Most coil spring failure is directly related to the design of the spring. Examine the spring immediately upon receiving. With a Detroit Locker, or similar differential, the axles will unlock going in and through the middle and lock up on exit while under power. The following is a list of things that can make the car not want to turn or make the car loose. 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. Through interviewing various teams, we found that current spring suppliers were using many various methods of rating coil springs. As a result, the spring will tend to fail under loads. 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. Use a Smaller Front Stabilizer Bar. 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.
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