Ladder Bar Adjustments – Lyrics To In The Mansions Of The Lord
E) or the rear housing C/L isn't sitting square in the car in relation to the car's nose-to-tail C/L. The rear suspension it's self it actually separating a given amount at the initial hit (usually). AC fabricated 9" housing. Front shocks will be your biggest gain in this area. Everyone likes to see them, but for the most part, they're not all that conducive to running a low ET or even making a straight lap down the quarter mile. So I decided to grind the weld off and reweld it. Occasionally the driver might report that the front wheels feel light under acceleration at the late apex point – if so you should dial back the top link angle and anti-squat for driver feel. If you have a ladder bar car, you could say that you have a "zero-link" suspension (not counting the Panhard link, of course). Then the rear end mounts were installed and placed up to the rear housing. I guess I implied consistency was important. Each end was threaded in 3\4 of the way, to leave room for adjustment. Assembling the shocks was a little tricky. The upper mount ears were positioned vertically and the placement was marked for the crossmember. The longer the wheelie bars are, the more the wheels move toward the pavement at launch.
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Included in our backhalf package: ~ Made with a bulkhead in front of the 4-link bar for simple installation on any dragster. I have run my car that way for 20 years. I keep telling myself all I need is a few good runs and keep it dialed in close to the ground to gain confidence back. Often moving the RR ahead cures the loose in condition but you run the risk that the fix is short term. Lower the shock brackets to the next hole (3/4") this will angle the ladder bar down slightly. When I scale my cars I set it up to have equal weight on the rear eping track of the direction you turn the adjuster and how that changes pre-load.. Then when I hit the track if it goes right you need more pre-load on the right. Here's 104-time NHRA National Event Winner Dan Fletcher – "The first step to winning a drag race is having your car launch identically round after round, both for consistent ET's and RT's. Because the wheelie bars are attached to the rear-end housing brackets, the bar angles change, too. Again, I try to avoid messing with the rear end square and go through all of my other ideas before moving away from square.
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The ladder bar rod ends were bolted in place to keep everything lined up. They need to be balanced from front to rear, and the only proper way to do that is to adjust the settings incrementally and then test. By keeping the same setting from a short wheelbase car on a long wheelbase car, you'd find that the wheelie bars will likely contact the tarmac too soon and the front tires won't get off the ground. I prefer low amounts of wedge in an asphalt late model and most of the races that landed my teams in victory lane had 49% to 53% of diagonal. Olso it is higher on the left side, even if it is lower when it stands still. I am trying to crutch the setup for no bars and make it consistent. In case someone would ask, the usual 2-3 degrees down is what I'm after...... Liked 87 Times in 45 Posts. Another thing to think about is the proposed ladder bar (I/C) angle change.
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I never could see any difference with front shock settings but I have the short strange struts with very little travel. No ET is a glorified TnT. MII fronts dont have much travel either but more than your struts. Location: Ga. Posts: 520. But my chassis guy who does all highend super promods, top sportsman cars says when I lowered the bar it should have made the car hit the tires harder and wheelie more which is contradicting whats actually happening to my car. So where do you begin when it comes to the initial height setting? Once the rear end stops rising the front can start to rise faster, but has lost some of the momentum. 70NOVA wrote:The Bars Should Be As Close To Level As Poss. On the compression(but be prepaired to stiffen the. I would think the 370 gear helps with the hit on the tire you get with ladder bars. As Bickel notes, these forces are a result of the sudden acceleration of drivetrain components, and they typically fade away after launch. You need to test and retest to make the most out of your adjustable shocks. Dave De doesnt look like any separation took place..... From what I could see there was probably around an inch of rear suspension separation at the initial hit.
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I don't think I can get the pinion angle I want after I move the bars up.......... extending the adjuster on the bottom bar is probably going to not allow me to get the bolts back in the housing bracket on the rear end. DILLIGASDAVE wrote: True. I know this is mostly all chevelles but you look were you can and find insight on things regardless. It's not really the back end of the car that's moving sideways (to the left), but that the rear end is driving/pushing the front/nose of the car to the right as the launch progresses. I've outlined changing a number of settings and was thinking to start there on a base line and work my way to a tweeked result. Only one side, the other side must match, and that comes later. The car acting like it's loading and unloading but as soon as I hit high gear it quits and starts pulling really hard.
Use Bickel's setup and tuning advice, and we're confident you'll get a handle on "hooking hard and going straight! Some wheelie bars are designed to have some spring in them, and they'll deflect more than rigid bars under the same load. You can arrange your three link set up for over steer or under steer through chassis roll. This increases the load transfer to the rear. The suspension is trying to separate always no matter what angle the bars are set at. If the bars are raised it lifts the rear end of the car causing a seperation in the suspention and therefore pushing the tires down into the pavement.
Location: on the blacktop or in the mountains???? But a lower bar angle/lower instant center might also sometimes make the wheelstand climb higher IF the car is (at the same time) also still dead-hooked.
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