Try adding camber if you need to improve the ability of your race car to turn. Scott Mays and some of the other guys figured out that if they use the right rear leaf spring just to locate the axle under the car, and let the axle float on that side, that their cars could be really quick. The three different styles are interchangeable as far as mounting is concerned. Leaf springs and factory type rear trailing arms are examples of components that must twist in order to keep the suspension free. The downside is that moving the axles further away from the spring pack can cause the springs to twist into an S-shape instead of bending straight up and down. The mounting portions are composed of steel that is bolted to the fiberglass leaf. Matt do you have any pictures of the actual suspension on your 55? The stiffening effect occurs during suspension deflection whenever the rear spring eye is ahead of the upper shackle pivot and the shackle is moving rearward see illus.
And is it just a matter of preference as to being in front or in back mounting of the shock on the rear end or is there a genuine reason for doing one or the other? Camber helps your tires to make side bite. The pinion angle is to be taken into consideration during installation. Some Illinois racers noticed the difference, figured out why the broken suspension worked better, and the results now frequently annoy the heck out of drivers who use expensive, sophisticated 3- and 4-bar suspensions. A broken weld made a dirt modified with leaf spring suspension mysteriously faster. With a drag car or a street strip car, what you need is either a bearing or a rod end or a Delrin bushing in the control arm. I have had quite a few ideas, just needing to know what works for you guys.
Then put the weight of the car on the springs and set the pinion angle before welding the mount pads in place. The steel leaf springs tend to lose shape, and that means the car loses ride height. We took the notion of modern leaf spring traction to the folks at Classic Industries and asked for their thoughts. So a wide, flat single leaf has greater lateral stability then narrower multi-leaf pack. Common fixes for racing are a rebound leaf over the top of the front half of the spring pack or to bolt the the front half of the the spring pack solid.
If you install a spring so that the stiff side is inboard then reinstall the spring so that the stiff side is outboard you will have changed the stiffness of the suspension and handling will change. He states the stock bushings in the front eyes of the leaf springs work well with no issues. Proper Installation During installation, we must be careful to make sure the leaf spring is not inadvertently bent or bound up when we bolt it into the car. If you convert the car to the 3 link setup, start to focus on the front geometry. I've heard they carry a ton of forward bite as well. These photos show them installed in the Nova rear spring shackle.
Controls rearend wrap-up when not mounted with birdcage-type mounts 4. I am trying to determine if there is rear roll steer in play? I understand that metric means that most, if not all of the bolts are metric? On the bottom of the leaf, you can get a better look at the segment clamps. I'd say 1 out of 25 get it right. But if we stick to the 'Golden Rule' and change one thing at a time and only one thing at a time we will improve if for no other reason than finding out what doesn't work. Baker recommends having a supply of different-sized lowering blocks to help get the proper ride height and wedge settings.
With the debut of the Lannia concept in Beijing last month, the Leaf looks ready to turn into a rather more beautiful swan in the next few years. For further proof that the suspension upgrade made that much difference, our driver took the car out for his heat race, starting from the absolute back of the pack and won the 8 lapper. The leaf cars seem to be a lot more consistent under those conditions. If the track slicks up, switch to a 1034 on the right rear. But they may restrict movement of the axle in bump and rebound. This is part of the reason larger cars, like vintage American muscle cars, that you typically see leaf springs on can benefit from a well-tuned leaf spring suspension. A static tension in the leafs is present whenever the leafs and axle mounts are not parallel from a side view see illus.
This tool uses two, tapered-steel studs that go into the ball-joint bosses on the top and bottom of the spindle. These Volker Shmidt Revolution wheels come with a ride height drop courtesey of coil-over springs all around. Also, the shackle's angle will change whenever you change the chassis' ride height, the arch of the leaf, the load on the leaf, or the length of the shackle. You may only have enough frame clearance to lower your vehicle by an inch using the relocation method but that's an inch more arch you get to keep in the springs. No other spring manufacturer does this. These blocks are generally used to change the ride height of the chassis but can also be used to adjust wedge. Using a clamp on axle bracket will help eliminate any static tension or misalignment conditions.
The problem with that is the upper a arm never gets to angle down with the lower a arm level. Getting the most out of your leaf-sprung racecar means understanding how to properly build and tune a leaf spring suspension. This serves to tighten the car all of the way around the corners. The shackle needs to sit at a 90-degree angle to this line when loaded with the weight of the vehicle, and the line itself needs to point directly at the transmission output shaft. A softer right front spring reduces the lateral weight transfer from the left front to the right front during cornering.