Specifics on my car: 850 hp 454, Doug Nash 5 Speed, 350 Rear Gear in Reinforced Ford 9" (with the Nash low first gear it is about the same as a 400 turbo with a 456 gear), 98" wheel base. This will give you the added length you require. Like a lot to keep separation to a minimum. Social Media Managers. In his last post, I didn't see where he corrected the pinion angle after changing his ladder bar angle. Anyone got any good tech articles or advice on Ladder Bar Suspensions? It's all based upon the way a car hooks and goes down the track. If the rear end is not "Centered or Square" to the chassis, the Thrust Angle, being off center, will make the car pull. Hopefully you have double adjustable ladder have an adjustment on the bottom rear not it will be harder to set your pre-load correctly.. Another way to add/increase wheel-speed is to play with slick air pressures. Ladder bar adjustment wheel stands for rv. I would add air to the tire if I was looking to unhook it some. We had to use a set of spring compressors to get the upper retainer in place, even with the lower retainer threaded all the way down. It's a balancing act. Once your rear end is square it helps to record the measurement from the brake rotor to the frame as well as from the trailing arm brackets to the frame both left and right.
You'll need to analyze how quickly and how high the front end comes up. The car leaves straight but it doesnt stay consistant... it will run from 10. If you can slow the rate at which the front end rises and rebounds, the rear tires will benefit from more traction. A good problem to have in one sence, but alot of suspention tuning needed to hook up like we used too. Ladder bar adjustments. If you want to stop the dead hooking go up on the tire psi and tighten the extension on the rear shocks. A better a ladder bar to use a higher rate spring at the right front than at the left front. I guess trying and testing is the only validation. If they aren't wadding, they're not working.
Lowering the right wheelie bar a little in the staging lanes can save a run at a very important time. We could have dropped it down, but then we would have lost some adjustability. We used a special adjustable rear-end to set the height of the car. Certainly, if there was absolutely no deflection with the ladder bar car, there would be no need for an ARB. You must measure carefully several times to get the crossmember installed properly. I have heard from a few chassis shops if you lower the front ladderbar, it will increase the wheelie, whereas others have stated that if you raise the ladderbar on the crossmember it will increase the wheelstand. Ladder bar adjustment wheel stands for sale. If it's just enough to fully extend the suspension and pull the tires from the racing surface, that's your optimum weight transfer. Understanding how the rear end moves gives you adjustment options to dial in your set up for added speed. Keep in mind that anti-squat only takes advantage of the available grip through the use of mechanical leverage.
The uphill RR trailing arm adds anti-squat to the car which helps forward bite under acceleration so I like to run some uphill angle in the RR trailing arm. YES, I'd much rather have a 4-link, but the car came with Ladder Bars and I'm on a budget with this one so I have to make them work. If you don't correct the wheel, you won't launch straight, wasting precious seconds. You should first limit the travel of the front suspension. You also have to consider wheelie bar flex and how it effects optimum height setting. Current set up 8 3/4 axle sure grip 3. Wheeling & Dealing: How to Set Up and Adjust a Wheelie Bar. If that doesn't work, add some weight. If your rear shock rebound is too stiff, you limit the amount of weight transferred to your rear tires, resulting in poor traction. The shocks were bolted to the lower shock mount using the supplied hardware and spacers. Note the roll cage tube coming through the floor- this will be tied to the crossmember tube for extra stiffness.
Lot of questions, I know... Installing ladder bars is a big task. My car didn't pick up anything with a glide but it sure made going faster say'n.
You'll often see professional crew chiefs watch cars ahead of them in the staging lanes. Ladder bar adjustment wheel stands amazon. The lower portion of the bar (the long side) should rest parallel to the ground at ride height. The rear suspension it's self it actually separating a given amount at the initial hit (usually). If the car is still pushing down track, wouldn't the force from the raised position still be seperating the suspention causing the tires to go down??
Suspension Tuning, Troubleshooting, Design and Discussion. We measured each side to ensure the opposite mounts were in the right place. 1968AMX Stroked 369. Drivers always provide instant feedback and a rear end square adjustment is felt instantly. Conflicting information on ladderbar adjustment need clarification *debate. What should happen is your front end should rise in a controlled manner, enough to keep the rear tires loaded, facilitating better traction, and then slowly settle and smoothly transition to ride height as you accelerate down the track. Up = Harder Hit But Less Down Track. With our rear ride height of 10-inches and the shock mounted in the middle of the shock mount, the top of the shock mount was above the stock floor. Loosen the compression setting on the rear shock and it will calm the wheelie to a point. During the mock up, we checked where the bars should sit at ride height.
In short, they know what works and how to get the best out of your application. Also if you watch the track surface during the launch you can see the width of the tracks left by the passenger slick shrink/expand in an oscillating pattern for a short time. Your goal should be to maintain traction by controlling the rate at which weight and torque are transferred to the rear tires. And that's the primary target we're aiming for here. If you run a high amount of wedge then level may be a better idea.
A "link" has pivots at BOTH ends. The solution is, of course, the wheelie bar. If it turns out it's a preload problem, and if it's driving to the right only a small amount at the launch, but it also drives perfectly straight at the finishline, then it might only need a minor preload adjustment. I actually have a 68 camaro it weights 2760 with me in the car. Next, the mounts for the other bar were assembled in the same manner and the entire assembly placed on the floor. That's because there are additional forces caused by inertia that occur only at the launch.
The force comes from your tire patch and extends in a straight line through your ic and on through the entire car. As the rear-end pinion wraps up on the acceleration, the angle of the wheelie bars changes with it. 8 60' foot 7. sec et. Trying to calm the frontend down. As Bickel points out, if a Pro Stock car or a modern Top Sportsman car had no wheelie bars, it would instantly leave on the back bumper. Depending on your car, its ride height, tire size, and weight distributions, the resulting shifts in the center of gravity will require shock setting adjustments.
GOAL, wheels up launch and hold them there for at least one shift if not two. From your experiences, did moving the bars up or down, make the car more wheelstand prone? The rear end is hanging off the chassis on a stack of spring steel leaves that shift, twist, and wrap up, leaving much to be desired. Because the wheelie bars are attached to the rear-end housing brackets, the bar angles change, too. Which rear shock settings to calm down the wheelstands with double adjustable strange shocks. 2 degree measurement is from the flat on the yoke to the drive shaft. If you tune a car with a 95-inch wheelbase and you switch to a car with a 110-inch wheelbase, you'll find the wheelie bar settings are far different.
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