Rf Spring Load and travel numbers over 5 different spring rates.
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- เผยแพร่เมื่อ 26 ส.ค. 2024
- Spring load on RF from 450 to 650 lbs springs.
/ larry.c.whitlow (steering box)
aeroracewheels...
For the spring chart: www.bsbgofast....
Bump Stop info:
www.bsbgofast....
www.bsbgofast....
Spring Cups and Jack Bolts:
www.bsbgofast....
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Algorithms must be working for me. First thing I saw when I turn on YT. Everyone should be testing all this if you are looking for speed. Some guys dont understand why they need these numbers. But the more info like this a racer has the more they will understand what is actually going on. And then you make correct changes when it matters. Keeping notes on everything is more important than any engine. This is all great information.
Also no matter who's chassis you have you should check that jack bolt alignment. My son bought what was gonna be his starter mod. We stripped it down and started the rebuild from zero. As we started the front suspension we found the bolts were over an inch forward! I wish I was kidding. Thru the cycle it only got worse. I was gonna fix that but so many other issues along with it we decided to scrap the chassis. Pure junk. Keep up the great videos Jay. I will keep sharing. When new guys are asking for help this is a place I can send them! Thank you
100% right, need to check the car from end to end. The more you know the better you are.
Springs do not generate load, your down number will be the same no matter what spring is in the RF. If your down number is 1300lbs with a 450 spring, it will also be 1300lbs with a 650 spring. The difference is your travel number, the 650 spring will not travel as far as the 450 spring. Look at the variables in the lateral weight transfer formula: total weight, center of gravity height, track width, and lateral acceleration. Those are the only things that will change your down number. Spring rate will change how fast the tire is loaded and the total amount traveled, that’s it.
Your explanation correctly emphasizes the relationship between spring rate and travel distance, while highlighting that the downforce remains constant regardless of the spring used. Springs indeed influence how quickly a tire is loaded and the total distance it travels, affecting the suspension system's behavior. The variables in the lateral weight transfer formula, such as total weight, center of gravity height, track width, and lateral acceleration, are the key factors determining the overall downforce. It's crucial to consider these variables when optimizing a vehicle's suspension for performance or specific applications. Thanks
If you want to use that machine I brought to PRI just give me a call. It would make it easy to test / show wheel load on different offsets. Besides the wheel offset test you can move the upper cup around and show how much that changes / potentially screws stuff up.
I may need to do that, it would help.
Question, so when you talk about so many variables to get where you should be really does it comes down too what really feels right to the driver and of course making sure the obvious is correct such as ride heights, bottoming out the RF frame etc? Keep those videos coming! Thanks Jay.
Feel is a magical thing and has a greater power on a race car. But making the right choice in the changes you are making will keep you from going down a bad setup path. Let’s say we have 5 options to fix our problem, one of them is the fix and the other 4 will help somewhat but also cause problems throughout the car. It is fixing the problems that start causing the issues with the handling of the car.
Now we need to know a couple of things too. Stock Car / 950 spring / 7/8 below ride height / car is hitting the track. In this case, we would increase the load that would raise the ride height keeping the car off the track.
Some of that load loss from the rater to the in car example is due to the shearing of the spring from the arc the arm makes vs the pure axial loading in the rater. I have always wondered with how easy it is to bend a stamped chevelle etc type lower if there wasn't some degree of compliance or twisting when these arms are down and loaded up with a load stick that fools with these numbers a bit too. Obviously we always struggle with simulating the forces a car really experiences at 100 mph when they are sitting still in the garage. It would be interesting to see how these numbers differed from a comparable fabbed lower
Yes, we can do that and we can check to see if the stamped lowers move when we add load. I will check to see where the fab lower spring bucket is compared to a stamped one.
Wehrs has a bearing style front spring g cup
www.bsbgofast.com/jack-bolts-and-spring-cups
Can you post the data sheet on team BSB
Got it done for you, thanks.
Interesting
thanks
Does anyone know of the best literature to learn how to setup an asphalt late model? Have read all of bob bolles stuff and looking for more. Thanks!
Sorry man, if you want to post a link to Bob Bolles stuff I sure people will read them.
A lot of guys are on bump stops and that changes load but you have to know what bump you have just like a spring ?
Yes you do and here is a link on bump rates to help you along. www.bsbgofast.com/post/bump-stop-rates
One spring manufacturer states you should use the shortest springs you can because a shorter spring rebounds faster. Is this true or just marketing?
Not for sure that I would say rebound faster only because it would confuse people with how a shock rebounds. Rebound in the spring is in the rate of the spring and how much total load is on it at that given time, that rebound is controlled by the shock. A shorter spring has a lower spring table which allows weight transfer easier to that location. A shorter spring has less wire in it (of the same design) which means it will return to zero faster than a taller spring. This spring will need more rebound to control the frequency in that spring. Higher or lower I am not sure how to express it but a shorter or less active coil spring will be stiffer, not in rate but in frequency of the spring. Some plus to a shorter spring, but there is a lot of hype in the spring market currently.
Just to clarify. on the front of the car the "Down" number represents load at ride height? and the "U"p number represents load at a certain compressed distance, i.e 2",3" or 4"? same for the rears?
That is the problem with terms like up and down. My dad would say " he don't know up from down" I know what he means. LOL
These are the terms you are using. Just trying to understand. i'll assume an "UP" number refers to anything from static ride height thru compression, and "DOWN" thru extension?@@jaynealgofast
Can you do this for stock car stuff/ hobby stock.
I would if I had a frame to do it with, so if you know anyone that has one to give let me know.
@@jaynealgofast you just need front stub? I do have a wrecked stock car maybe we can do some talking
Forgive me holy tech man, for I relocated the spring angle! (insert dry sarcastic humor here)
The car came that way Sir.