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. Be careful not to overdue that. Carrying an inventory of A-Arm lengths gives you more Instant Center Adjustment choices right at the track. This is important due to the fact that some springs may be in various warehouses, dealers and chassis shops for up to two three years before reaching the race team. Changing to a smaller sway bar increases the front roll angle, but not very much. The tapering thicknesses are inconsistent which translates into inconsistent spring rates. This condition is very hard to detect from a driver's perspective. 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. If and when the length exceeds the outside diameter ratio then the spring will tend to bow, similar to the shape of a banana. TRUE RATE OF A SPRING:Knowing the actual rate of each spring is crucial. This tends to tighten the car on corner entry and through the middle of the corner. If there are any marks or distortions on the spring they should be discarded. 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. Now we have a slanted board! by RCJ Wed Jun 22, 2011 8:36 pm, Post We should start with the mid-turn handling because problems that affect the car in the middle can also affect the entry and exit. This can be caused by several different conditions, or a combination of those. The rear end should be at right angles to the chassis centerline, and the right side tire contact patches should be inline. That is fine as a goal, but what we really want is both balanced and neutral. TUNING THE CAR WITH SPRINGS REMEMBER: "STIFF SPRING GETS THE WEIGHT" Rear to front weight transfer (deceleration) POINTS TO REMEMBER: (1.) Never over torque the stationary end (front eye) bolts, as it will prevent the suspension from moving freely. PDF By Bob Bolles, Circle Track Magazine - Longacre Racing Although they are the oldest, they seem to be the least understood. 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? What really makes the setup work is precise shackle angles, the angle that you mount the shocks, and keeping that right rear free-moving." The less angle the better. Front End Geometry Furthermore, these solid bushings control and enhance chassis performance by resisting chassis roll/torque. An unbalanced car can be very fast, although the thrill lasts but for a short time. asphalt metric street stock setup asphalt metric street stock setup on March 30, 2023 on March 30, 2023 Through interviewing various teams, we found that current spring suppliers were using many various methods of rating coil springs. The right-side tire contact patches will also need to be inline with the right front tire pointed straight ahead. This system involves riveting the clips onto the leaves; the advantage is in preventing the clips from sliding up the leaf and becoming loose.