Quarter Midget Catalog

Transcription

1 Quarter Midget Catalog Midwest Blvd, Indianapolis, IN

2 5500 SERIES QUARTER MIDGET SHOCK The Advanced Racing Suspensions quarter midget shock continues to be the dominate shock in Quarter Midget Racing. For years this shock has won more races than any other shock throughout the country. Now with the 2014 update, we have made it more dominant than before. This update will allow the car to deliver quicker, more consistent lap times. The 2014 update is available on all past ARS quarter midget shocks and is the standard on all new shocks. This update will not change your standard dampening valves. For example, the #4 shock has the same dampening at 3 inches per second. We have just made the dampening curve smoother below and above 3 i.p.s. This provides for a quicker response through the shock transitions. This update will be easy to identify. The numbers 2014 will be stamped on the closure nut with the valving of the shock. This update is available on all quarter midget shocks with or without air valves. A new bronze bushing will be installed in your closure nut for more support and better sealing. The update includes new seals, o-rings, shims and oil just like all rebuilds. We are continuously working to provide the best quarter midget shock available. The combination of a base valve design, which allows for very low rod pressure, and a check valve make the ARS quarter midget shock superior. This shock provides dampening unequaled to any shock in the quarter midget market. The rougher the race track, the bigger advantage you will have with the ARS 5500 series shock over the competition

3 QUARTER MIDGET ON ASPHALT Left Front Frees the chassis up throughout the corner for tracks with a lot of grip. Right Front #3 valving (baseline recommendation) #3 valving #3R (same as 1 rebound / 3 compression) Tightens chassis up throughout the corner to create more side-bite than #3 valving. Left Rear Right Rear #3 valving (baseline recommendation) #3 valving Frees chassis up on corner entry and tightens chassis up on corner exit over the #3 valving. #2/3 (2 rebound / 3 compression) Allows weight to transfer to right front corner and makes front end turn more positive. QUARTER MIDGET ON ASPHALT Left Front #5/4 (5 rebound / 4 compression) Frees the chassis up throughout the corner for tracks with a lot of grip. #4 (4 rebound / 4 compression) Tightens chassis up on corner entry, but will turn better on corner exit than #3 valving. Frees the chassis up on corner entry and turns better on corner exit than #3 valving. (For flat or slow tracks.) #3/4 (3 rebound / 4 compression) Tightens the chassis slightly more throughout the corner than #3 valving. (Great for high banked tracks.) #4 (4 rebound / 4 compression) Frees chassis up on corner entry, and tightens chassis on corner exit over the #3 valving. Tightens chassis throughout corner. Recommended for a track that is rough or has poor grip. #3R (same as 1 rebound / 3 compression) Frees the chassis up throughout the corner over a #3 valving. #4R (same as 1 rebound / 4 compression) Frees the chassis up substantially throughout the corner. Great for tight (locked down) race tracks. Right Front #4 valving (baseline recommendation) #4 valving #3 (3 rebound / 3 compression) Tightens chassis up throughout the corner to create more side-bite than #4 valving. #3/5 (3 rebound / 5 compression) Tightens the chassis more on corner entry than #4 valving. Good on high bank tracks to transfer weight off R.F. in heavy classes. Left Rear Right Rear #4 valving (baseline recommendation) #4 valving #5/4 (5 rebound / 4 compression) Frees chassis up on corner entry and tightens chassis up on corner exit over the #4 valving. #5R (same as 1 rebound / 5 compression) Frees the chassis up substantially throughout the corner. Great for tight (locked down) race tracks. #4/5 (4 rebound / 5 compression) Allows weight to transfer to right front corner and make front end turn more positive. #3/5 (3 rebound / 5 compression) Frees chassis up in the middle to exit off corner over #4 valving.

4 Left Front QUARTER MIDGET ON DIRT Right Front #3 valving (baseline recommendation) #3 valving #4 (4 rebound / 4 compression) Tightens chassis up throughout the corner to create more side-bite than #3 valving. Great for lighter drivers to create side-bite. #3R (same as 1 rebound / 3 compression) Tightens chassis up throughout the corner to create more side-bite than #3 valving. Left Rear Right Rear #3 valving (baseline recommendation) #3 valving #2/3 (2 rebound / 3 compression) Tightens chassis up on corner entry to create more sidebite than #3 valving. #4R (same as 1 rebound / 4 compression) Tightens chassis up on corner entry, but will free chassis on corner exit more than #3 valving. Turns better in middle and exit of corner (frees up on exit) than a #3 valving. #4 (4 rebound / 4 compression) Tightens chassis more on the corner entry than #3 valving, but will make chassis free on corner exit. Tightens the chassis up throughout the corner over a #3 valving. Shock Numbering System Examples: Part Number Rebound Valving Comp. Valving Description 5503 #3 #3 Standard length shock 5503R #1 #3 Std. length with soft rebound 5504R #1 #4 Std. length with soft rebound 5504RAV #1 #4 Soft rebound shock with air valve 5504/3 #4 #3 Standard length shock 5504/3E #4 #3 Std. shock with extended eye 5504S #4 #4 Shorty length shock 5505AV #5 #5 Std. length shock with air valve 5505RAV #1 #5 Soft rebound shock with air valve 5505/4 #5 #4 Standard length shock Suffix Expanded: AV = Shock has air valve to change gas pressure in shock E = Shock has extended shock eye that is 3/4 longer than standard eye R = Shock has soft rebound valving (#1) with standard compression valving S = Shock has shorter body, shaft, and eye Extended shock eyes can be installed on any length shock. The short shock eyes can not be installed on a standard length shaft. The standard length shock with a short eye will bottom out internally instead of externally causing damage to the shock

5 #5510 flat style coil-over kit The #5510 is the standard coil-over kit. This c/o kit has a flat style spring seat. #5509 cone style coil-over kit The #5509 kit uses a cone style spring seat. The cone spring seat creates more clearance around shock eye, but moves the spring up on the shock 3/8 of an inch. #55105 flat style coil-over kit The #55105 coil-over kit has a flat style spring seat with maximum clearance adjusting nut. This nut requires a wire tie (Ty-Rap ) to lock through the slots. #5511 adjusting nut with locking bolt #5516 standard eye with bearing #55125 maximum clearance adjusting nut #55162 short eye with bearing #5513 5/16 tapered bushing #5521 extended eye with bearing #5533 air valve for shock body #5524 CL nut assembly #55095 cone style coil-over kit The #55095 coil-over kit uses the cone style spring seat with the maximum clearance adjusting nut. This nut requires a wire tie (Ty- Rap ) to lock through the slots. #5514 cone style spring seat (top & bottom view) #5515 flat style spring seat (top & bottom view) #55993 spanner wrench for closure nut #40887 gas gauge for air valve #55994 bleeding bell #55987 bushing removal tool #55120 shock oil 1 quart #5520 shock shafts #55202 shorty shock shafts

6 SPRINGS Advanced Racing Suspensions has designed a complete line of quarter midget springs that are not only very accurate in spring rate but are also consistent in free length. Even more important, the ARS line of springs have a very constant spring frequency through the complete range of springs from 70 to 170 pounds. The entire line of The gloss black powder coated springs are manufactured from the highest quality chrome silicone material and shot peened and preset to ensure the springs accuracy. The ARS coil-over springs are available in the following rates: 5 long x 1 5/8 I.D. springs 5 x x x x x x x x x x x x x x x x x x 170 springs has the same number of coil winds within 1/2 of a turn. This creates a constant spring frequency when changing from one spring to another spring. Many inferior coil spring manufacturers use the same coil diameter in 4 sequential rates (ex ) and just vary the number of coil winds. This system does change the spring rate, but creates a very inconsistent response in spring change. The complete line of coil springs was designed to be as light as possible and still provide a smooth response through the irregularity in the race track. Some coil spring manufacturers build their springs lighter with short lengths or few coil winds. This creates a very abrupt frequency that does not let the tire follow the surface of the race track. Coil springs are essentially a torsion bar wound into a cylinder shape. Coil springs with a small number of coils are the same as a short torsion bar. Racers learned years ago that cars with short torsion bars will hop across the bumps. The rougher the race track, the bigger the advantage in using ARS springs over the competition. PROGRESSIVE SPRING FOR QUARTER MIDGETS The 1 tall conical spring provides a progressive spring rate for the quarter midget chassis. The spring fits over the shaft of the shock and works in conjunction with the main 1 5/8 I.D. spring on the shock. The compromise of choosing the soft spring rate for corner entry and exit with the need for a stiffer rate to rotate the center of the corner is over! Now, with the combination of the two springs working together, you can create the best of both spring rates. When using the dual spring combination on the right rear corner of the chassis, a soft spring rate is created causing grip on corner entry and forward bite on corner exit. The progressive spring allows you to establish another rate for the middle of the corner when the right rear is heavily loaded. This spring combination is ideal for a chassis that is free on corner entry and exit, but is tight in the middle of the corner. The progressive spring is an advantage for the right front corner on fast, high banked tracks especially in heavier classes. When chassis have a tendency to be loaded up hard in the center of the corner and scrub off speed, the progressive spring will allow you to prevent pinning the right front suspension in the middle of the corner. Progressive Spring Chart Spring Travel Spring Pressure 2# 5# 9# 13# 18# 24# 33# 46# 64# #55319 Progressive Spring Kit

7 QUARTER MIDGET TUNE SHEET to correct a front end push condition. (Understeer) Shock adjustments Chassis adjustments Tight on CORNER ENTRY: 1) Increase rebound in L.R shock 1) Increase rear tire stagger 2) Increase compression in R.R. shocks 2) Move R.R. tire out on axle 3) Increase rebound in front shocks 3) Reduce front spring rate 4) Reduce compression in front shocks 4) Lower front panhard bar 5) Narrow R.F. wheel offset Tight in MIDDLE OF CORNER: 1) Increase compression in R.R. shocks 1) Increase rear tire stagger 2) Increase rebound in front shocks 2) Move R.R. tire out on axle 3) Reduce compression in front shocks 3) Reduce front spring rate 4) Increase pressure in R.R. shock 4) Increase R.R. spring rate 5) Reduce cross weight in chassis 6) Lower front panhard bar 7) Narrow R.F. wheel offset Tight on CORNER EXIT: 1) Reduce rebound in L.R shock 1) Increase rear tire stagger 2) Increase compression in R.R. shock 2) Move R.R. tire out on axle 3) Increase rebound in front shocks 3) Increase R.R. spring rate 4) Increase pressure in R.R. shock 4) Reduce L.R. spring rate A loose corner exit problem may be amplified by a tight middle of corner problem that must be corrected first. 5) Reduce cross weight in chassis 6) Raise rear panhard bar to correct a loose rear end condition. (Oversteer) Shock adjustments Chassis adjustments Loose on CORNER ENTRY: 1) Increase compression in front shocks 1) Reduce rear tire stagger 2) Reduce rebound in L.R. shock 2) Move R.R. tire in on axle 3) Reduce rebound in L.F. shock 3) Increase front spring rate 4) Reduce compression in R.R. shock 4) Raise front panhard bar 5) Reduce pressure in rear shocks 5) Reduce rear spring rate 6) Extend front axle width Loose in MIDDLE OF CORNER: 1) Increase compression in front shocks 1) Reduce rear tire stagger 2) Reduce compression in R.R. rear shock 2) Move R.R. tire in on axle 3) Reduce rebound in L.F. shock 3) Increase front spring rate 4) Reduce rebound in R.F. shock 4) Reduce R.R. spring rate 5) Reduce pressure in rear shocks 5) Raise front panhard bar 6) Lower rear panhard bar Loose on CORNER EXIT: 1) Reduce compression in R.R. shock 1) Reduce rear tire stagger 2) Increase rebound in L.R. shock 2) Move R.R. tire in on axle 3) Reduce rebound in front shocks 3) Reduce R.R. spring rate 4) Reduce pressure in R.R. shock 4) Increase L.R. spring rate A loose corner exit problem may be amplified by a tight middle of corner problem that must be corrected first. 5) Increase cross weight in chassis 6) Lower rear panhard bar When tuning your racecar chassis always address corner entry problems first, and then middle turn, and finally corner exit conditions. Adjusting the chassis for entry may affect the chassis balance at the middle, and corner exit. Always consider chassis tuning effects throughout each segment of the corner.

8 ADVANCED RACING SUSPENSIONS 5500 SERIES QUARTER MIDGET 2014 VERSION ITEM ARS# DESCRIPTION Eye with Bearing and Retaining Ring. : " Longer, Short Eye for 2.3" Stroke Jam Nut Shaft, Standard Length-2.8" Stroke Option: " Stroke O-Ring, Movement Indicator Shaft Wiper Closure Nut-Bare-Without Seal, Bushing, Wiper or Seal Screw. Option: 5524 Closure Nutcomplete Shaft Seal-Standard-Tan Color. Option: Soft Durometer-Blue Color Shaft Bushing Piston Stop Washer THE COMPRESSION SIDE OF THE PISTON WILL HAVE 1 TO 4 BLEEDING HOLES. THIS EXAMPLE HAS ONE HOLE Spacer Piston.020" thick "B" Shim(s) "A" Shim(s) ",.002",.003",.005" Preload Shims Piston O-Ring, Piston to Glyde Ring Glyde Ring Check Valve Housing.020" to.154" Bleed Compression Poppet REBOUND SIDE HAS MORE OFFSET THAN THE COMPRESSION SIDE Spring Washer BLEED PLATE CHANGES BLEED ON BOTH REBOUND AND COMPRESSION THIS SIDE HAS O-RING GROOVE, THIS SIDE DOES NOT HAVE A POPPET OR SPRING POPPET FACE SEALS OFF HOLE IN WASHER ON REBOUND THIS SIDE HAS.020" TO.154" BLEED DRILLED INTERNALLY. THIS HOLE SIZE CHANGES COMPRESSION BLEED ONLY O-Ring, Check Valve Bleed Plate.020" to.140" Internal Snap Ring, Check Valve 24 Assembly 5538 Body with: Base Valve, Floating Piston and End Cap Installed. Option: Body Assembly with Air Valve installed Air Valve, Optional O-Ring, Air Valve O-Ring, Closure Nut to Body Seal Screw, Closure Nut Bearing Spiral Retaining Ring O-Ring, Spring Cup AIR VALVE OPTIONAL NOTE: - #11 AND #12 ARE "A" AND "B" SHIMS. REFER TO VALVING CODE FOR THEIR QUANTITY - #13 REPRESENTS THE NECESSARY SPACING SHIMS TO GET THE DESIRED SHIM STACK PRELOAD OR OFFSET AS SHOWN ON THE VALVING CODE