4. The reason why the leaf spring design is so good for higher g-force conditions is because the design has a very wide spring base. These tend to be increasing rate springs in bump and decreasing rate in rebound and are useful for supporting the car as well as controlling axle wrap-up. In addition, you can also get the springs tailor-made with regard to spring rate (the rate ranges from approximately 200 to 225 pounds). For now, set the rear shocks at full tight (extension). 3. Steel vs. Composite I agree to receive emails from RacingJunk.com.
Classic Industries can supply you with split mono leaf springs for a wide range of cars in an equally wide range of ride heights – stock, +1 and -1 are the basics (special orders are possible).
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Available for the leaf spring cars is a mono-leaf floater that can be clamped or left open.
No matter what spring you put on the car it may not perform properly if the angles are misaligned. The leaf spring system was used most recently in 1970s production cars, some of which are still in service today as race cars. Supports some or all of the chassis weight Controls axle dampening Teams will often put a high rate leaf spring on the left rear and a low rate mono-leaf spring on the right rear along with a coilover spring and shock. Getting a car to hook properly isn’t quite as easy as it looks, even with back to basics leaf springs out back. Leaf spring mounting angles are one of the most important factors in a leaf spring system.
So, at the end of the night under dry conditions, more times than not, the suspension that favors a slick track will win out. That way they can change the spring fairly easily on the RR to adjust for changing track conditions.
Lowering the spring in relation to the chassis means lowering the rear MC height and causing more rollover at the rear. Always check the pinion-to-driveshaft angle with all of the weight on the springs. How To Master Traction in Your Leaf Spring Car Part I, How To master Traction In Your Leaf Spring Car Part II - The Burnout. The spring eye height determines the rear moment center height.
Additionally, some of the traction bar information gleamed from years gone by has little or nothing to do with the way cars are set up today. 5. The LR spring also controls most of the axle wrap-up and is about half as stiff in that regard as would be two stiff leaf springs. If the spring pads on the rearend axle tubes are not parallel from a side view, then when we bolt the leaf springs up, the springs on each side will be bound in opposite directions. What’s with “split” leaf springs?
It might also be possible to have multiple height adjusting holes in the front mount as well as in the shackle. 2. Typically, cars have performed the best with the split mono leaf springs. 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. 2. 7.
Making installation mistakes can reduce performance. Leaf Spring Rear Suspension - Leaf Spring Tech.
Nonetheless, lovers of leaf-spring cars swear by their simplicity and consistency and that's what makes them so attractive. What the spring gives you is all that you get.
Some folks also do this rather than use the 1/16-inch preload: They use a dime and set up the bars so that the dime just slides out from between the spring and the load bolt. Parabolic Leaf Springs: Parabolic leaf springs can be a single-leaf or multi-leaf design whereas the leaves are thicker near the axle and have a tapered thickness design out to the eyes. 6. 4. It was used pretty much everywhere, and it was particularly common when you’d see a car advertised for sale. There is very little, if any, adjustment for rear steer characteristics with a leaf spring system. Plenty of early passenger cars used leaf springs on the rear. It's the characteristic of maintaining a constant arc and shape that most appeals to current users of composite leaves, not necessarily the weight savings. And vintage Camaros and Novas are a common platform. The wider the springs are mounted apart, the less roll tendencies there are. Something many grizzled old racers will remember is the saying “hooks hard – goes straight”. It wasn’t just a passing statement, either. The response was straight to the point: “Use the entire Cal-Tracs system we stock”.
racer who doesn't have the time or patience to decipher all of the complexities of the three- or four-bar systems, much less afford all of that "mess," the leaf car offers a good system for a reasonable price that can, and does, win races. Controls chassis roll more efficiently by utilizing a higher rear moment center and a wide spring base Additionally, the split mono-leafs are designed to work with the Cal-Trac bars.
According to the Classic Industries team, split mono-leaf springs are considerably lighter than factory leaf springs (especially multi-leaf jobs). Four Basic Designs Longitudinal twisting (looking forward or rearward) can add spring rate to the leaf. A tech article on the advantages, disadvantages, install and overview of leaf springs for stock cars. With the bar cars, the teams have a choice of adding lift bars, pull bars, push rods, front or rear spring mounting options, a wide range of rear steer adjustability, and variable moment center height adjustment. A big reason for this is the fact that the front segment of the spring can be manufactured super-stiff. These types of springs are popular in Dirt Modified cars and earlier stock divisions. Wayne Scraba Classic Industries points out that many different leaf spring configurations have been tested over the years.
The information below is applicable for most oval track Chevrolet styles, parabolic and multi-leaf leaf spring applications. The newest innovation in racing leaf spring technology is the composite design, or what some would call a fiberglass leaf, although there are other materials involved in the construction of these products. Included are stock mono leaf, multi-leaf, multi-leaf with a single added thick leaf, multi-leaf with very heavy leafs, biased multi-leafs (like an old Chrysler SS spring), parabolic mono-leafs and finally, split mono leafs.
Now, those split mono leaf springs we’re talking about look quite a bit different than the setups you’re likely used to. Teams will often put a high rate leaf spring on the left rear and a low rate mono-leaf spring on the right rear along with a coilover spring and shock. Notify me of follow-up comments by email. There is a science and methodology to the use of leaf springs in stock cars, for both dirt and asphalt. I understand that I can unsubscribe at any time.
Composite leaf springs are not a new concept. There is much less rear steer when going over heavy bumps or holes in the track with the leaf design and so the rough conditions that upset a three- or four-bar car are welcomed by the leaf-spring car. That way there will be less change in the spring rate due to mechanical binding that would take place if the shackle were angled more or less than 90 degrees. Oval Track Leaf Spring Mounting Point; Leaf Spring Conversion Chart; Coil Spring Technical Information; ... LANDRUM PERFORMANCE SPRINGS makes no guarantees that these charts will be suitable for each racer’s needs.
The composite leaves, just like the steel, come in various rates from 35 to 250 pounds. It's best to bolt up one side and then check the other side to see if the pad is flat to the spring. In fact, it is more important to get the mounting angles correct than selecting the proper spring rate. This is the setup starting pint. Afcos web site has leaf spring installation tips.I ran camaros and what I did was raise the front eye 3/4 and lower the rear 3/4''.A flatter spring has less rear steer and should have more anti squat.2'' lowering blocks is the most I ran,make some heavy duty ones yourself.I broke several that I bought.Check the toe out in the rear end houseing, heat and quench the tubes to get 1/8 toe in.Then … (Image/Wayne Scraba) Note the leafs are tapered. Better at maintaining wheelbase lengths (reduced rear steer) under acceleration and braking. It’s time to VOTE for Round Three of the RacingJunk September Drag Duel Showdown, C-Tech Offers Customizable Cabinets for Your Trailer, Shop and Garage, Head Games: Inside The Brodix BB-3 XTRA Lineup Part 4, Getting You (and Your Car) Ready for Drag Week. Although the typical bar-link-type of system doesn't handle tight, tacky, and rough dirt conditions as well, the money race is usually run once the track has become slick. 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.
Composite Leaf Springs: Composite leaf springs are a fairly new product in racing that have been further refined recently. We took the notion of modern leaf spring traction to the folks at Classic Industries and asked for their thoughts. The following information and diagram may be beneficial for installing and checking mounting points.
Classic Industries can supply you with split mono leaf springs for a wide range of cars in an equally wide range of ride heights – stock, +1 and -1 are the basics (special orders are possible). According to Classic Industries, a lot of their customers with leaf spring vehicles still use them as double duty machines (street and strip). Wonder if there is a system for 77 Vega wagon lol.
The primary advantages of using a composite leaf spring are a 60-70 percent weight savings over steel springs and the tendency of the composite spring to maintain its shape (doesn't sag—according to the advertisements and feedback we got from users). Proper Installation They are: 1. Contact Us, For Custom Springs and Pad Printing Info CLICK HERE, Stock Appearing Double Pigtail Rear Spring, DR Series – 5″ & 5.5″ OD Front Coil Springs, DRS Series – 5″ & 5.5″ OD Front Coil Springs. The design of the car must include additional springs to support the car plus a third link or lift bar system for controlling accelerating forces that will try to rotate the rearend. Find all the details inside Circle Track Magazine. The pinion angle is not easily adjustable and the mounting pad on the rear axle tube must either be repositioned to adjust for pinion angle or wedge-shaped blocks must be used between the spring and the housing pad. They're made of fiberglass instead of steel. Some builders will put several mounting holes at the front bracket and some only put one hole keeping with the theory that less adjustment means less rope to hang yourself with, setup wise. Also, the moment center height can be fairly high with a leaf spring design. Begin with the upper adjustment hole in the Cal-Trac bars. Controls lateral forces much the same way a Panhard bar does, but with very little lateral movement There are pluses and minuses for every suspension system. Advantages to Using Leaf Springs The following is basically a reprint, with some refinements, of that original piece. It basically replaces the trailing arms and the Panhard bar used in three- and four-link systems. Leaf springs are not easy to install properly. The Cal Trac setup doesn’t have those issues. The leaf spring system has a few disadvantages when compared to a three- or four-link system.
4561 South State Road 19 Coupled with the way the Cal-Tracs work, it allows the suspension to mimic a four link. The leaf does the following: 1. Mentone, IN, 46539 For the hobbyist
They can be used as a "single" leaf in low rates or as a "stack" leaf, still a mono-design but thicker like a stacked steel spring. Can’t wait to read more about the Cal Trac system. The leaf serves several functions that other suspension systems might need additional hardware to serve. The use of rubber or other compliant material as bushings in the spring eyes will help cushion acceleration and braking forces, but overall, compared to the pull bar and lift bar systems used with the three- and four-link system, there isn't much in the way of dampening or adjustment for what is there.
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