1/10/2024 0 Comments Set up team z control armsIncreasing the compression valving on your rear shocks will allow the rear of the car to gently settle back down without shocking the rest of the suspension or causing the car to squat and lift the axle. Once the car has been launched and the suspension starts to settle back down you want to make sure that it doesn’t come down too hard, otherwise the car will end up unloading the suspension. Stick shift cars will also require more rebound than automatic cars.Ĭompression Valving: Compression valving is just as important as rebound valving. Generally, as horsepower goes up, rebound will have to go up as well. Too much rebound can be a bad thing though since it will prevent the body from separating as it needs to. This will keep the rising body from pulling the axle up with it, unloading the suspension and killing traction. By increasing the amount of rebound on your shocks, you will slow the separation down and make it smoother. This is where aggressive rebound shock settings come into play. This is a good thing since it forces the axle into the pavement, but too much anti-squat with too short of an instant center can cause the suspension to unload. Rebound Valving: When you launch a car with lots of anti-squat the body will tend to separate from the axle. If the anti-squat value causes the car to squat, then the axle will rise away from the ground, decreasing traction. When anti-squat causes the rear of the body to rise, it also forces the axle into the ground, increasing traction. It wastes energy that could be used to propel the car forward AND it causes the suspension to unload. Many people believe squat is good when launching a car, but squat is a bad thing. If the %AS is below 100%, then the car will squat during launch. If the instant center is above the neutral line, the %AS is above 100%, and the rear suspension will rise during launch. The shorter the IC, the quicker the car will rise. The length of the instant center determines how quickly the car will rise. Their intersection point is called the instant center and its position relative to the neutral line is the anti-squat percentage. Then, a straight line would be drawn from your lower control arms and your upper control arm. A neutral line is drawn from the bottom of the rear tire to the top of the front tire and acts as a reference point. All of these play a role in getting the car to launch harder and straighter with improved traction.Īnti-Squat/Instant Center: Anti-squat and instant center are values calculated by examining the way control arms interact with each other. When setting a Mustang up properly for drag racing, you will need to focus on adding more anti-squat, shortening your instant center, eliminating body roll during launch, and improving weight transfer to the rear tires. In a handling application, stiffer spring rates are used because they will prevent body roll better. In drag racing, softer springs are typically chosen because they will allow your Mustang to transfer weight to the rear wheels, enhancing traction. When choosing a spring, you will also have to consider the spring rates. Lowering the center of gravity is important in racing since it will reduce body roll. Springs: Generally, you will want to choose a spring that will lower your Mustang. Drag racers can typically get away with using polyurethane bushings in their suspension because the suspension doesn’t need to move as freely on a drag strip. On a road course car, bearing control arms are almost always the way to go. Rod-ended or bearing control arms are superior to rubber and polyurethane bushings because they completely eliminate deflection, while still allowing for maximum articulation. Soft rubber bushings allow too much deflection, leading to sloppy handling or wheel hop. Control Arms: No matter what type of racing you’re doing, the factory control arms certainly aren’t up to the task.
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