In fact, it is more important to get the mounting angles correct than selecting the proper spring rate. Find all the details inside Circle Track Magazine. 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 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. It's important to control this increase in roll rate in order to provide better balance in the setup and more overall grip. This reduces unsprung weight, and at the same time, the new spring package allows you to select the ride height you need for your car. Plenty of early passenger cars used leaf springs on the rear. 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. Longitudinal twisting (looking forward or rearward) can add spring rate to the leaf. Additionally, the split mono-leafs are designed to work with the Cal-Trac bars. 3200Lb. 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. The leaf spring system has a few disadvantages when compared to a three- or four-link system. A tech article on the advantages, disadvantages, install and overview of leaf springs for stock cars. Coupled with the way the Cal-Tracs work, it allows the suspension to mimic a four link. Better at maintaining wheelbase lengths (reduced rear steer) under acceleration and braking. 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. It's best to bolt up one side and then check the other side to see if the pad is flat to the spring. 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. 2. For now, set the rear shocks at full tight (extension). There were plenty of squirrelly cars out there, and the truth is, there still are! If not, angled spacers must be used to relieve any bending tendencies. Some teams are said to go through three or more sets of springs per season. In addition, you can also get the springs tailor-made with regard to spring rate (the rate ranges from approximately 200 to 225 pounds). The spring eye height determines the rear moment center height. Now, if you’re wondering, these springs are at home on the street. This shortens the moment arm in the rear and that also produces less roll. These set-ups are to provide a reference only. The overall cost of a race car is less when using leaf springs mostly because you don't need many of the mounts, linkages, and other hardware that must be used with three- or four-link rear suspensions. The rear moment center height is not easily adjustable on leaf-spring systems and the RR bite effect of angling the Panhard bar toward the RR tire contact patch can't be done with the leaf spring system like it's done with a four-bar system. 4. We collected information from several sources in 2005 and published an article. The angle of the spring shackles to the leaf is important too. Multi-Leaf Springs: Multi-leaf springs are just as described, made up of multiple leaves of varying length. As the g-forces increase with a tighter track, the rear roll increases at a higher rate than the front. 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. 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. Nonetheless, lovers of leaf-spring cars swear by their simplicity and consistency and that's what makes them so attractive. I 've had many requests for information about the leaf spring rear suspensions. It offers little spring rate to hold the car up nor much stiffness to bending to help control axle wrap-up. This allows for a lift arm or pull bar to be added to the leaf system to control acceleration forces. 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. And vintage Camaros and Novas are a common platform. The construction of the car may well depend on the particular type of leaf spring to be used and where it will be raced. If those cars were converted to something like a ladder bar or a four-link, the suspension hardware required to get the job done (panhard bar, anti-roll bar, watts links components and so on), tend to limit their usefulness on the street side of the equation. We took the notion of modern leaf spring traction to the folks at Classic Industries and asked for their thoughts. That makes bolting on rear traction devices pretty simple. The following information and diagram may be beneficial for installing and checking mounting points. And in some cases, simple doesn’t always work that well either – especially if your car has serious heat under the hood. The information below is applicable for most oval track Chevrolet styles, parabolic and multi-leaf leaf spring applications. Wayne Scraba Disadvantages of the Leaf Spring Lowering the spring in relation to the chassis means lowering the rear MC height and causing more rollover at the rear. 5. 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. Controls lateral forces much the same way a Panhard bar does, but with very little lateral movement This contributes to less stress in the spring pack. Leaf springs are not easy to install properly. And, maintenance is less not having to worry about rusting Heim joints or broken mounting bolts that are in constant, high stress, high shear conditions. This serves to tighten the car all of the way around the corners. In the accompanying photos, we’ll give you a detailed look at them: Awesome article, I always ran ladder bars on street/strip cars that had enough power a set of “traction bars” on leaf springs couldn’t handle. 3. Your email address will not be published. Getting a car to hook properly isn’t quite as easy as it looks, even with back to basics leaf springs out back. 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. Leaf spring mounting angles are one of the most important factors in a leaf spring system. 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. The Mono-Leaf Spring: The mono-leaf spring is usually characterized by being a low rate, thinner spring that serves to locate the rearend fore to aft and laterally.

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