Spring rates are determined by the amount the spring deflects versus the weight placed upon it. In order to figure out spring rates, the first thing you should do is to determine the exact corner weights of your car while at race weight (including the driver weight, fuel, oil, etc.). As the number of active coils increases, the spring rate decreases. For springs with one end closed and one end open, count the total coils minus one. Count the total coils minus two for springs with both ends closed. When mean diameter increases, the spring rate decreases.Īctive Coils: Figuring out the number of active coils varies with the design of the spring. Mean Spring Diameter: This is the overall outside diameter of the spring, less one wire diameter. When the wire diameter is increased, spring rate increases. Wire Diameter: This effects rate since a greater wire diameter is stronger than a smaller diameter wire. For example, a 250 pound-per-inch spring with 250 pounds resting upon it will compress 1 inch. Spring rate refers to the amount of weight needed to compress a spring one inch. There is no magic one-size-fits-all solution when it comes to springs, and each car will require a different spring and spring rate. Springs of all configurations are correctly picked by way of calculations based upon the geometry of the car, the corner weight of the car, the dimensions of the spring, and a series of component measurements. When it comes to coil-overs, it’s just as easy to install springs with the wrong rate. The real fix is to use a quality spring that isn’t cut, even if it means having a set of springs custom wound.Ĭoil-oversaren’t exempt from this either. As a result, the ETs will change, and the car will develop quirky handling characteristics. Often, these well intentioned quick-fixes will mess up the the spring rate by shortening it. However, this can stiffen the spring rate to the point where the car is seriously over-sprung. Instead of buying correct springs, the next “fix” is to slip a set of black plastic spacer donuts on the spring to restore the ride height. The quick “fix” is to cut the springs, but a month or two later, the car sags. It’s common to install a set of race front coils, but sometimes the ride height is too tall. Case-in-point is a drag car with a stock style front suspension system. Obviously, crude modifications to springs can do more harm than good. The coils may have been cut by way of a torch or they may have been coil bound, for example. Equally important, far too many hot rods operate with springs that have been improperly modified. For instance, springs tend settle with age. There can be a lot of issues with springs. Springs? What’s so important about coil springs?Ĭoil springstend to be one of the most important and most misunderstood components on a modified street or race car.
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