NEW Computerized Chassis Setup 2.0

Racing Software Technology is pleased to announce the release of the all NEW Computerized Chassis Setup 2.0.  Originally released in 1987, Computerized Chassis Setup is a tried and true circle track chassis setup software for use on to mile dirt or pavement tracks on vehicle weighing between 1800 to 4000 pounds.  Over the years Computerized Chassis Setup has been updated to keep up with the ever changing chassis setup.  Now it has been completely overhauled for ease of use and to work with the latest computer operating systems.  All of the screens have been enhanced to make it easier to visualize the measurements needed for the software to compute chassis setups.  Like it's predecessor, Computerized Chassis Setup 2.0 will calculate Weight Distribution, Center of Gravity location, Front Roll Center, Tire Patch, Minimum Stagger and Wheel Rates just to name a few.  New to Computerized Chassis Setup 2.0 are Anti-Dive, Anti-Squat, Rear Roll Center, Average Corner g, and Dynamic Weight Transfer. 

The software that WILL setup YOUR race vehicle.  
Below are screen views that demonstrate the capability of
Computerized Chassis Setup 2.0

Order Hotline: 714.639.7681 Fax your order: 714.639.9741

All of the screen views are using Windows Vista. Your screen borders may look slightly different.

When the software starts the Main Menu screen is the first screen to appear.  To get started, click on one of the Menus.  File, Weight.Distribution, Roll.Center, Setup, Spring.Rates, Weight.Transfer, or Help.  If this is the first time in the software, then it's best to start at the left of the Menu Screen and then work down then right.
Included with Computerized Chassis Setup are two car files.  These are example files to view and learn from.  The carfile CCS Setup.RST uses English measurements and MetricSetup.RST uses Metric measurements.

To see the files, click File on the Main Menu, then click Open.  The Open CCS Car File box opens (see the screen shot).  Click on the file you want to open, then click Open.  This website example will use the CCS Setup.RST car file.

The CCS Setup.RST carfile has been opened and the Open CCS Car File box has disappeared.  On the Main Menu, Weight.Distribution was clicked and then Wheel Weight to Percent was clicked.
The Wheel Weight to Percent section is used to determine how the weight is distributed in the vehicle.  In this section, just type in the weights that the scales have.  Notice that the input box for the Left Front Wheel Weight is highlighted in a light red and the numbers are highlighted in blue.  This means that the Left Front Wheel Weight input box is waiting for an entry.  If the weight is correct, then just Tab over to the next input box.  If not, type in the correct number and then Tab.  Keep typing in the scale readings until the Menu Screen button is highlighted.  This screen is an active screen.  This means that whenever the cursor leaves the current input box, the software computes the percentages, the lateral and longitudinal weights.
The Percent to Wheel Weight software section uses percentages to determine how the weight is distributed on the tires.  It's useful if the vehicle is going to be raced at a track that requires say a different left percentage than is on the vehicle now.  Just type in the percentages that the vehicle needs and the wheel weights will be calculated for you.  Now it is just a matter of moving weight until the wheel weights are achieved.  That's made easier for you too in the Ballast/Fluid Weight software section!
The Center of Gravity software section will determine where the center of gravity is located laterally, longitudinally, and vertically.  To determine the vertical center of gravity, one end of the vehicle (usually the rear) must be lifted.  After doing so, then the inclined wheel weights can be determined.
The Ballast/Fluid Weight software section makes it easy to determine what-ifs about static weight movement in the vehicle.  For example, about 10 gallons of fuel is being burned in the race.  In the above example, this vehicle has the fuel tank 130 inches from the front suspension centerline, 38 inches from the left rear tire centerline and the tank center of gravity is 16 inches from the ground.  The fuel weighs about 60 pounds.  At the top left Liquid/Ballast Weight (- = loss) input box, -60 is typed in because that is the weight of the fuel used.  Notice that in this example, because the fuel tank is mounted to the right of the vehicle centerline, as fuel is burned off, that left side weight is increased by .316676%, rear weight is decreased by 1.572471% and the center of gravity increased by 0.023992 inches.
Now instead of fuel being used, imagine that there was 60 pounds of ballast in the previous example instead of the fuel tank.  The track being raced at will allow 57% left side weight.  Instead of actually taking the ballast off and bolting it on elsewhere and then weighing the vehicle and if its not right then doing it over again; determine where the ballast can be bolted and retype the numbers.  In this example, the ballast could be placed at 105 inches from the front suspension centerline, 10 inches from the left tire centerline and 8 inches from the ground.  At the top left Liquid/Ballast Weight (- = loss) input box, 60 is typed in because that is the amount of weight that will be put back on the vehicle.  So now in this example, the left side weight is almost 57%, up from 56% and the rear has dropped from 52% originally to about 51.5% rear and the total weight is still 2800 pounds.  All this without getting hot, tired and dirty, well almost, somebody will still have to move the weight.
Now let's explore the Front Roll Center software section.
Knowing the location of the front roll center is very important to the handling of the vehicle.  Two reasons many racers do not know the location of the front roll center is that it's hard to calculate it and difficult to measure for it.  Computerized Chassis Setup 2.0, makes it easy to calculate it.  Unfortunately, it's still hard to measure for it.  Well you can't have everything.  When all the measurements have been obtained, enter them into the Front Roll Center software section then click the Calculate button.
The next screen appears and at the top of the screen are several informative measurements including the roll center height and width from the vehicle centerline.  Below that is an accurate depiction of the front suspension made easier to visualize by drawing just the pivot points and the lines to connect them.  The suspension control arms, steering knuckle and tire centerlines are in black.  The imaginary lines that make up the moment/instant centers are lime green for the left suspension and red for the right suspension.  The solid blue vertical line is the chassis centerline and the vertical dotted line represents the center of gravity of the vehicle.  The blue circle is the roll center location.  Scroll down to see the screen when the More Info button is clicked.
At the top of the illustration more information about the suspension is shown.  The software will calculate the actual 2 dimensional pivot point of the upper and lower control arms, the arm lengths and the height of the spindles (actually the distance from the upper ball joint to the lower ball joint).  The box at the lower center of the screen will calculate where the mouse is in actual front suspension dimensions.  The illustration can also be zoomed in or zoomed out and moved up, down, left or right.
Another helpful section is the gear ratio section.  This could be used if the vehicle is not running at the correct Engine R.P.M. for the track.  Vehicle Speed is used as the baseline.  In this illustration, all information was entered except Vehicle Speed, which the software then calculated to be 84.015073.  The the Engine R.P.M. desired (7000) is entered and the Rear End Ratio is zeroed.  The software then calculated that the Rear End Ratio needs to be 6.65:1.  Check out your rear end chart and see which gear is close the 6.65, stick it in and race.
In the corner of the shop, you have a few springs that the spring rate tags are missing.  This section will help determine the approximate spring rate for a coil spring.  It could also be used to tell you about how much of a round of coil to remove if you need a stiffer spring in an emergency.  The software also will rate a leaf spring, an anti-roll bar and a torsion bar.  Notice this is just an approximation, the spring could have weakened from use.  Use a spring checker to make absolutely sure of the rate.
For vehicles using a fifth coil, this can help you out.  This illustration and the three following will demonstrate how this section works.  Notice that Engine Torque is zero, this will be determined.  This is actual engine torque that the tires can control at the rear wheels. All of the other information has been entered and when tabbed through will calculate the Engine Torque.
The software has determined that the Engine Torque at the rear wheels is 225.56391 foot-pounds.  This will be the baseline.  Notice that the Amount of Spring Deflection is only 2 inches of travel and 3 inches of travel is desired.
Tab back through the input boxes and at Torque Arm Spring Rate enter 0 and for Amount of Spring Deflection, enter 3. Tab to the Menu Screen button.
So to get 3 inches of travel take the 225 pound/inch spring out and put in a 150 pound/inch spring.  Sometimes it's better to put a slightly stiffer spring than recommended in the fifth coil because with more spring travel, the vehicle will hook up better and allow more engine torque traction than it would with the 225 pound/inch spring.
This next section, Dynamic Weight Transfer, is really interesting.  It demonstrates the weight transfer of the vehicle when accelerating/braking and cornering.  First, enter a few easily obtainable values and then click Calculate.
This next screen will show the basic calculations.  The g input boxes are at 0 so there is no weight transfer.
Now the screen is showing an acceleration of .2 g and cornering left at .7 g.  Notice that the weight transfer is from the left front to the right rear.
Here the mouse is over the Right Front Wheel Weight calculated box and a Help balloon showing the original weight appears.  Every calculated box has a Help balloon to remind you of the original inputs (if the Help balloons are turned off then they will not appear).  The Right Front Wheel Weight is now 801 pounds, up almost 160 pounds from the original static weight of 644.  The Right Front Tire Patch has also increased over 6.5 square inches up from 26.8 square inches and the Left Rear Tire Patch is still 13 square inches more than the Right Rear Tire Patch even while cornering left.  The Left Weight Percent has decreased almost 9 percent from 56 percent.  It's a great learning experience to see what happens when the weight transfers.
This is the Chassis Setup software section.  Here the information from the vehicle is used and turned into a setup that can be implemented.  There are several screens that take easily obtainable information from the vehicle.  This first screen gets General Information about the chassis.
On the General Information screen, the Type of Front Suspension button selected is A-arm.  The information about the front suspension is entered.  As you tab through the input boxes the illustration at the lower part of the screen will change to show examples of the information requested.  If Straight axle front suspension was selected on the first screen, then a different screen would have appeared asking for information about the straight axle suspension.
This screen is for the Rear Suspension.  Enter the information requested then go to the next screen.
Here the software is asking for specific information about the chassis.  Notice toward the middle of the screen there is an input box labeled Suggested Cross Weight Percent.  The software recommends that the cross weight should be 57% to run this setup, instead of the 54% that the chassis has now.
The Chassis Setup screen contains all the information about the setup.  Looking at the right front the original Right Front Wheel Weight scale weight is 644 pounds.  The Right Front Ideal Weight of 686 pounds will be the scale weight when the cross weight percent has been added to the original weight (the weight jack bolt or coilover is adjusted until the scale reads this weight).  It would need a spring rate of about 825 pounds, a shock of about a 76 or a 77 and a sway bar rate of 200 pounds at the control arm.  The other 3 corners of the chassis is set up the same fashion.
Other software sections available:
Rear Roll Center
Moment Arm
Anti/Pro Dive
Anti Squat
Wheel Rates
Tire Patch
Minimum Stagger
Split Spring
Leaf Spring Rates
Torsion Bar Rates
Hollow Torsion Bar Rates
Aftermarket Anti-Roll Bar Rates
Stock Anti-Roll Bar Rates
Average Corner g

Uses English or Metric Measurements

Order Hotline: 714.639.7681 Fax your order: 714.639.9741

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