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If you are trying to take some wheel stand out of it you need to adjust the extension rate in the front, not the compression. I am thinking about going either 12 or 13 psi and staying away from 12. The ladder bar crossmember was held in the car with jack stands and the position of the mounts were set. Slotted Pinion Mount. There are multiple configurations, including body mount, axle mount, dual wheel, single wheel, and so on. Conflicting information on ladderbar adjustment need clarification *debate. Penske has a team of experienced shock technicians, many of whom have worked for championship-winning teams and a track record of delivering results.

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Ladder Bar Adjustment Wheel Stands For Home

Thanks for your concerns and I appreciate your suggestions. The upper mount ears were positioned vertically and the placement was marked for the crossmember. There are three main styles of rear suspension (not counting IRS, which is a whole other animal), leaf spring, ladder bars, and the 4-link. The same would be true if you have an old Ford or Chevrolet with a torque tube suspension. This static connection to the chassis controls wheel hop and promotes better weight transfer to the tires for optimum traction. Wheeling & Dealing: How to Set Up and Adjust a Wheelie Bar. This tells me that the tires are lifting straight up out of the beams when it dead hooks.

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If there like a 3 way and the current setting is like a 90/10, you need to try a 60/40. If you soften the spring or make the shock eaiser to compress both will take bite out. Have you ever driven a forklift or other hot rod that had the steer wheel in the back instead of the front? Ladder bar adjustment wheel stands for flat screens. You can prove that this happens by having someone film you and zoom in on your hand. 5 psi so why not go 13psi and stay above the dead hook? The front setting on the ladder bars is in the bottom hole, it doesnt have much travel to it when lauching from the starting line. I too would move from there and deflate the rear tires. 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. If the cars weight is more on the left side, shold I compensate this on the front springs, so that I have the same amout of weight on the rear?

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I would go up 1 hole from where are now, a big percentage of vegas with ladder bar, tend to wheel stand easy, thats my oberservation, so take baby steps, as not to miss the sweet spot, you are changing ic as you make these adjustments. There are band-aids for leaf springs, like slapper bars and installing stiffer springs, but the inherent problem remains- there is no static connection to the chassis. My question is how do I get the bounce out of the car?

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As the housing moves left the RR trailing arm gets longer and pushes the RR tire back producing rear steer that will help the car turn. Location: Minnesota. Thanks for the reply. The last step is mounting the track locator bar. Could some one tell me, if it would help or hurt anything if i move the bars up a few holes. Each end uses threaded rod ends. From your experiences, did moving the bars up or down, make the car more wheelstand prone? Over the last 4 years I have been getting conflicting answers concerning front ladderbar placement to either increase wheelstands or limiting a wheelstand. Ladder bar adjustment wheel stands for suv. C) or the rear coil overs don't have the same spring rate side-to-side (or possibly a dead spring). They don't always roll straight when staggered because the bars lean slightly to one side. Unless parts are falling off your car as you go down the strip, the location of the center of gravity remains fixed. Curt wrote:Dave De wrote: Thanks I will try that (lower the tire pressure). In turn, the rear tires will hook but might lose traction as the front end begins to travel downward.

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By using the trailing arm with plenty of angle I could reduce the angle in the top link creating a more stable entry while maintaining the anti-squat I desired. Location: on the blacktop or in the mountains???? 70 Dodge Dart, Mopar SS Springs, adjustable pinion snubber. Only one side, the other side must match, and that comes later. I think the tires could use some more air in them.

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Well, i have a very strange set up. Use Bickel's setup and tuning advice, and we're confident you'll get a handle on "hooking hard and going straight! You also have to consider wheelie bar flex and how it effects optimum height setting. Or are you calculating the difference between the two? These may run parallel or be triangulated, with top bars running outward from the center of the chassis to the rear. 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. Not sure why that would change anything. Join Date: Feb 2010. Ladder bar adjustment wheel stands for cars. Pulling the tires out of the beam the same every time is the only place to start. If the car launches to the right, the left rear tire is overloaded. If that doesn't work, add some weight. Keeping these measurements on hand will allow you to make track changes with the confidence that you are maintaining a square rear end setting. Reach out today and find out how you can optimize your suspension setup.

"If your car launches to the left, the right rear tire is overloaded, " he said. Built-in driveshaft loop. Assembling the shocks was a little tricky. The farther out on the nose you can place a given amount of weight the greater the effect of that given amount of weight.

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