Rf Spring Load and travel numbers over 5 different spring rates. 

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

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.

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.

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.

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

Wehrs has a bearing style front spring g cup

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?

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 ?

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!

One spring manufacturer states you should use the shortest springs you can because a shorter spring rebounds faster. Is this true or just marketing?

Can you post the data sheet on team BSB

Forgive me holy tech man, for I relocated the spring angle! (insert dry sarcastic humor here)

Interesting

Can you do this for stock car stuff/ hobby stock.