Here is how I learned to think about launching a car. Imagine pushing on a refrigerator on a tile floor. Your feet are representing the tires on your car. The Center of Gravity (CG) of the refrigerator is imagined to be in the very MIDDLE on one of the shelves. If you were to push on the refrigerator somewhere above the CG then you will probably push it over (the refrigerator won't move) and you won't feel much pressure on your feet. Now, if you push on the refrigerator 2" from the ground, you will slip on the ground (not getting traction) and the refrigerator won't move. If you push on one side of it then it will turn and not go straight.

But somewhere in between the CG and the ground will be the "sweet spot" where you will get the most traction and the refrigerator will move the easiest. When changing the suspension, what you are looking for is the Least amount of power to move the car the quickest. This is Efficiency.

Definitions:

Center of Gravity (CG):

Imagine the weight of your car concentrated in an area the size of your fist and located on top of your shifter handle. The actual position will need to be calculated but this is just for a visual aid.

Instant Center (IC):

Ladder Bar- The IC is the front ladder bar mounting hole.

Four-Link- The upper and lower bars are angled toward each other. The IC is the imaginary point of intersection if you were to draw a line along the length of the lower and upper control arms forward.

Percentage of Rise (PR):
Imagine a line drawn down to the ground from the CG (your shifter handle). Now draw a line forward from the contact patch of the rear tire through the line from the CG (the line should be drawn so it is below the CG). This intersection is the PR.

See Graph (attachment #1)

Getting back to the CG. Let's say the CG is 26" above the ground, sitting on top of your shifter handle. This 26" is represented as 100% and 13" (halfway up from the floor) is represented as 50%.

When you found the PR (when you drew the imaginary line from the contact patch through the vertical line from the CG) it intersected it at, let's say 18" from the ground. Then the suspension is said to have a PR of 69% (18" / 26" = 69 or 69%). Generally, cars equipped with automatic transmissions need a PR greater than 50%. Cars equipped with manual transmissions need a PR less than 50%.

The HIGHER the PR the HARDER the suspension Hits the tires. The LOWER the PR the SOFTER the suspension Hits the tires.
Manual transmission cars already hit the tires plenty hard when the clutch is dropped so need very little PR compared to an automatic equipped car. By comparison, automatic cars (no T-brake) don't hit the tires hard at all.
See Anti Squat for another term used for describing how to set up a chassis.


Shocks

The goal of the front shocks is to control the rise and fall of the front end. The most efficient launch is when the front end rises slowly and settles down slowly while the car is still accelerating. The rate that the shocks extend and collapse is dependent on many factors: Tire size, rear gear ratio, first gear ratio, T-brake, torque converter stall, vehicle weight, horsepower, track conditions, etc.
If you were to graph the front bumper during a launch you want a nice even rise and a nice even fall throughout the first 20-60 feet. You don't want the bumper to pop up quickly then fall slowly. you also don't want the bumper to pop up quickly then fall quickly.

Fact: Maximum weight transfer occurs when the front shocks are at Maximum extension.

If the front end is soft and rises easily then maximum weight transfer happens within the first 2 feet of the launch. Once the shocks are fully extended, the only direction they can go is back down. Once the shocks start collapsing, the rear tires start to unload. What can happen is that the front end will rise quickly and get traction but then the front end starts to settle. With a car that produces a lot of power this will cause the car to hook hard initially for the first 3-5 feet then start to spin the tires while the shocks are collapsing from full extension. If the car does not have enough power to spin the tires then the car just wasted energy on raising the front end instead of pushing the car forward.

*Remember: It's not about getting traction. It's about launching the car Efficiently.*

If the front end is soft and takes little effort to lift the front bumper then the very first reaction during a launch is for the front end to rise instead of the car to move forward. I prefer to have the front end rise as slowly as possible. This means that any available energy is directed toward making the car move forward instead of up. If the car is moving up, then it is not moving forward which slows down the 60' time. There can be a fine line where the front end does not rise quick enough and can slow down the 60' times because it is working the engine too hard and doesn't allow the engine to rev quick enough. This is where adjustable shocks help.

Here is an example that will help explain how the front shocks and the rear tires react to each other.
Imagine standing on a bathroom scale and holding one end of a 12 foot long board. The other end is being supported by a friend. Your feet represent the rear tires and your friend represents the front springs/shocks.

-Try lifting the board out of your friends hands from your end of the board. With no help from your friend the board will feel very heavy and as you try to lift the board, you will apply pressure to the bathroom scale. This is similar to the reaction that the tires will feel with stiff rebounding front shocks.

-Now do the same thing but allow your friend to help lift the board. As your friend is helping, the reading on the bathroom scale will read Less than when he wasn't helping. This is similar to the reaction that the rear tires feel with soft rebounding front shocks

*So during the time that the front of the car is lifting the front end (but before the shocks are topped out) the stiffer rebounding shocks are applying more force to the rear tires.*

Rear Springs

Rear springs should be fairly stiff for a drag car but many people think that the car should "squat" during the launch so they install softer rear springs on the car to accomplish this. The only cars that should be squatting during the launch are those cars that shock the tires very hard (4-speed cars) and with enough power where the car will overpower the tires. ProStock cars actually squat during launch because they develop enough torque and hit the tires so hard that the squatting helps absorb some of the shock and keeps from overpowering the tires. But, setting up the car to squat is not a function of the springs. It is the position of the Instant Center (IC) that determines how the car squats. The springs still need to be stiff to transfer the force to the tires.

If the rear end squats that means that the rear springs/shocks are not pushing the rear tires into the ground. They are just compressing. For the most part you don't want the rear to squat because you want some resistance from the springs/shocks to transfer the force/weight to the tires.

Example:

Make a coil spring out of a coat hanger and place it on a bathroom scale. Push on the spring. The scale is not going to read much because you are not transferring any force to the scale through the softer spring. Now take the spring out of your car and place it on the scale and do the same thing. The scale will read more pressure because it IS transferring more force through the spring.

Four Link and the Instant Center

The goal in setting up a suspension is to apply just enough force to the tires to keep them from spinning and let the rest of the force push the car forward.

Draw an imaginary line through the lower control arm forward. Now draw an imaginary line through the upper control arm forward until it intersects the lower line. This intersection is called the Instant Center (IC).

Now imagine the Center of Gravity (CG) of your car concentrated at the shifter handle. Where the IC (Instant Center) is located compared to the CG (Center of Gravity) is what determines how the force of the suspension acts on the car to get it moving. If the IC is too high then there will be too much energy wasted pushing the car skyward. If the IC is too low then there won't be enough force applied to the rear tires and the tires will spin. There are also variables if the IC is in front of the CG or behind the CG. Somewhere there is going to be a position (or more than one) that will apply just enough force to the tires to keep them from spinning and the rest of the force will push the car forward.

While the car is sitting still, the tires have 100% traction. During the launch you don't want to change this. Properly adjusting the IC will maintain the existing traction during the initial launch or Tire Shock. The IC starts working during the first .001 second of the launch and continues for the next 30 feet or so. However, after the first .001 seconds the shocks are playing a very important roll in "maintaining" the traction and allowing the IC to apply the desired force to the tires. For the most part, the IC is what is adjusted to get the initial hook and the shocks should be adjusted to maintain the traction throughout the 60'.

The four control arms on a four link type suspension, when adjusted correctly for a particular car, can help launch a car quicker and use less horsepower doing it. Compared to a ladder bar suspension a 4 link suspension has the added benefit of changing the length of the Instant Center to accommodate more or less front end lift without adding any more Anti Squat.

Definitions:

Anti Squat (AS):

This is a term used to describe how much the rear of the car will rise during launch. If a chassis has 160% of AS then the rear will rise drastically, planting the tires violently. By comparison if a chassis has 100% AS then the rear of the car will not rise and if a chassis has less than 100% the rear of the car will squat. (See below)

*A common problem with high horsepower cars running too much AS is that the tires will plant the tires very hard for the first several feet but then start to unload the tires and spin when the chassis starts to settle. If your car does this, then look into the value of the AS.

Normal/Neutral Line:

The imaginary line drawn from the tire contact patch through the 50% mark of the Percentage of Rise (PR).

The location of the IC relative to the CG and the Normal Line (or Neutral line) is what determines what the chassis is going to do. One term used to describe the chassis movement for a 4 link suspension is Anti Squat. An IC that is located ABOVE the Normal Line is said to have more than 100% Anti Squat. An IC located BELOW the Normal Line is said to have less than 100% Anti Squat.

* 4-link settings with MORE than 100% Anti Squat will Raise the rear end and hit the tires HARDER.

* 4-link settings with LESS than 100% Anti Squat will cause the rear end to Squat and hit the tires SOFTER.

* 100% = If the IC lies directly on the Normal Line then there will not be any rise or squat. Anti Squat values of 100% should accelerate the car w/o any raising or squatting of the rear of the car.

* IC's that are located IN FRONT of the Center of Gravity (CG) will tend to lift the NOSE of the car.

* IC's that are located BEHIND the Center of Gravity (CG) will tend to lift the REAR of the car.


My General Guidelines for a 4 link:

*Cars that run 10.50 or slower with an Automatic, NO T-brake: 100%-120% Anti Squat with the IC located approx. 5"-15" behind the CG. With a T-brake the 90%-105%.

*Cars that run 10.50 or slower with a Manual tranny: 85%-100% Anti Squat with the IC located approx. 0"-15" in front of the CG. Some manual tranny cars launch better with the IC behind the CG but it all depends on combo and testing will verify where the IC is best suited for a specific combo.

Running less than 100% AS will allow the suspension to absorb the high rpm launches of a stick car. Also, tire size and tire type (Drag Radials vs Slicks) will also determine the location of the IC whether it is in front of or behind the Center of Gravity. The only way to really tell is through testing.



Weight Distribution

Weight distribution plays a roll on how the Percentage of Rise (PR) is determined and how the front end is set up.

If you are setting up a vehicle that is nose heavy, here are some things to try. For ladder bar equipped cars you can raise the IC so that it Shocks the tires harder. Remember that the tires already have 100% traction while sitting still. Shocking or Hitting the tires harder will maintain that traction and help get the front end to start lifting. For 4-link equipped cars you can also lengthen the IC. Fine tuning the front shocks, either stiffer of softer, can get the best launch. Raising the PR can also slow down the 60' if it needs to be raised too far to get traction. When the PR is raised, the energy is directed towards pushing the front end up instead of forward.

If the above doesn't work then increasing the front end travel can have huge benefits. This can allow the PR to remain lower, thus pushing the car forward instead of up and the increased travel will also allow More weight to be transferred to the rear tires.

Remember the example of lifting the board noted above? Let's apply that theory to this scenario. With a stiffer (70/30) front shock we are going to have more force applied to the rear tires during the initial launch. But because the nose is so heavy it doesn't want to lift and the rear tires spin too much. Now we use a softer front shock (90/10). This doesn't apply as much force to the rear tires and causes the tires to hook initially but then spin but does allow the front end to rise. The Further the front end rises, the more force is applied to the rear tires and helps those vehicles with poor weight distribution. So the next step is to try a shock valving of 80/20. Lets' say that this works as expected and nets us 100% traction with just the right amount of front end rise but now we have some more tuning to do. If the 80/20 shock works then there may be Un-necessary front end travel. Remember, we don't want front end travel if we don't need it. So now is the time to start limiting the front end travel until only the minimal amount of front end rise is needed. If this achieved with the proper PR then you can be certain that every bit of energy is being used to propel the car Forward which is what we want.

*The shock valving used in the above examples were used for simplicity only. In actuality Fully Adjustable shocks would be much better so one can adjust the shocks compression and rebounding characteristics.

"Weight Transfer" is a term that is used to mean "shifting" weight to get traction.

Question: If your car Can Not spin the tires on launch, do you need to Transfer the weight?

Answer: No

The reason at this point for transferring weight is NOT to get traction but to allow the front end to rise so the engine can rev quicker and get into its power band. If the car is already in its power band then try limiting the front end travel. There is no need to have any more travel if you already have traction and the car is in the power band during launch.


A perfect example of increasing front end travel to gain traction on the launches was applied to a 1955 Ford PU.

Combo:

557ci BBF, 200hp N2O, 5500rpm stall, Powerglide w/T-brake, 4.56's, 15x33 Goodyear's, Ladder Bar suspension.
*The engine produces approx. 1000 horsepower and launches with the N2O when the T-brake button is released.

The weight distribution of a typical 3000 lb car is 1600lbs front and 1400lbs rear. The truck weighed 3620lbs and the weight distribution was 2600lbs front and 900lbs rear!

Decision:

The PR was left at 59% because it already shocked the tires plenty hard with the N2O and T-brake. The decision was to increase shock travel another 4" with new shocks and then relocate the shock mounts inwards towards the control arm pivot point. This gave the truck a total of 18" of front end rise (up from 8") measured at the middle of the front fender. The front shock settings were also set to slow the front end rise so it would not gain too much energy to lift the front end off the ground and to keep the weight applied to the rear tires during the lift.

Result:

The truck would hook and carry the front tires about 16" off the ground for 40-50 feet just like a ProStock car and then settle the nose back down very slowly with no bounce. The 60' times went from 1.33-1.36 to 1.27.