The length of the wheel base and the width of the track will have an impact on the way the car behave under different driving conditions. Darting Bear in mind that the various suspension components are connected and motion through the wheel will act as a lever to the springs. Front engine wheel rear drive (FR), can have a equal balance, with 50:50 even balance. This would mean that we have to have a spring rate which will be able to handle the down force levels at their maximum. A lot of people will argue that all that is important is CG, but this is untrue. Any racecar which intends to ride the kerbs on apexes, watch out- the compressed wheel could jump of the kerb in extreme instances of rebound setting being too low. (Mods, please move to appropriate thread), Enzo Ferrari was a great man. The combinations are extreme and the more adjust-ability you have with suspension upgrades, the more the need to get the suspension tuning correct. One uses medium size cars with 280hp and the other small cars with 220hp. could fall over. When adjusting the front suspension, always adjust both clickers equally. Above is a general indication of what different toe settings will do to the car´s performance, drive line configurations, tyre wear rates, tyre pressures, tyre temperatures and even track conditions will have an impact as well. Acceleration, braking and cornering (or a combination), will be slightly unbiased and will result in less then optimum performance for the tyre with more weight. can not keep up with road surface changes. Any adjustments should be thoroughly recorded and the car should be bounced up and down again and let to settle to confirm weight readings. Possible the chassis, inboard or outboard set ups and various other We should all be ready to start to jack up the car and slide the scales into position. It is important to know that the wheel rate would always normally be less than the spring rate, as the wheel will travel a larger distance through compression or expanding than the springs themselves, plus factor in the lever effect. While the overall car designs drive line layout will play a fundamental importance in the total fore and aft static weights, it is possible to still make some changes to increase this ideal balance harmony (normally through moving components like batteries, fuel cells etc.). Depending on your overall performance goals, it maybe possible depending on budget, to increase your cars dimension for optimum performance. tend to be very balanced with conditions, road smoothness, road camber changes, elevation, weather Suspension Tuning is a critical part of getting the ultimate performance package, it is even possible to have a more competitive car then a rival with superior upgrades by having a well balanced set up, which maximises the available grip levels. If straight line stability is affected by the toe-in and toe-out settings, we will see a reduction in overall acceleration and braking capacities. Generally speaking we want to have a car with a centre of gravity as low to the ground as possible, this helps reduce weight transfer loads acting on the roll centres of the suspension system. If we are not designing a racecar from the drawing board with advantageous weight distribution in the first place, what can we do? The less we have of unsprung weight, the easier it is to control bump and the tyres contact with the ground. This will reduce all lateral and longitudinal acceleration forces including acceleration, braking and cornering. The suspension tuning for a F1 car if emulated for a lowed powered formula Ford, will not be effective, each car has its own needs from a performance point of view from the suspension. If there isn't enough damping then the cycle begins again until the car returns to the original ride height, with a bouncing motion to the car. Corner weighting strive to counteract act these imbalances if not already dealt with in the design stage. It is undesirable in both under and over damping settings, as it will reduce the handling of the car and will affect acceleration, braking and cornering loads. centre of gravity-reducing weight transfer levels and aiding loading force, which will skew the results. characteristics, including maximum BHP and torque levels. The bottom line is that suspension is a key component to your vehicle no matter what horsepower it runs. As discussed in the static weight page, if we do find out we have a less then perfect weight distribution, it is possible to make suspension tuning adjustments to counter act these in balances. Changing diagonal corner either up or down together, will change corner weights but not ride heights. this - Page 2. that is the wheel with the least amount of force on it. Roll to turn in on corner entry, if extreme will turn in then wash That is why it is critical to adjust spring rates and then ride height setting as a way to bench mark other suspension settings. steering etc. Suspension tuning even has an impact on the aerodynamics nature of the car under down force loads. During acceleration, braking and cornering loads, this is when any uneven static load rates will transmit themselves into understeer or oversteer handling characteristics. Prone Normal wheel rate to spring rate ratio are 2-3:1. We know from adjusting a single spring perch, that it will have an effect on all the other corners, so what can we do? So we adjust the various inputs in the WTW to reflect this magic … may jack up in long corners (higher Wheel rate force will effectively be multiplied depending on suspension set up, configuration etc. It's just hard. Smaller tracked and higher CG car´s can even roll over in extreme situations. With any suspension adjustments and tuning, the best rewards will be achieved with a good baseline and small incremental changes for optimum results. This is because as the load increases on tyres, their ability of efficiently converting the vertical download decreases (coefficient of friction). A common habit of front-wheel-drive pilots is the tendency to turn the steering wheel too much. special event. The outside wheel under extreme cornering loads will benefit, but camber levels are normally linked (might be a consideration for oval tracks). While we can look at the vehicles overall mass as its total weight, we can further split this into two types of weight, sprung and Unsprung weight. Line Instability: Under Hard Acceleration. This will increase cornering balance between understeer and oversteer characteristics, improved acceleration and braking. We can increase acceleration, braking and cornering forces by manipulating suspension adjustments. This is why it is import to have the MCA on both axles as close as possible and ideally running through the CG point front front to the back of the vehicle. squat and increased negative camber. Softer settings will make weight transfer more gradual, with less abrupt loading of the tyres, bending into corners rather then darting into them. Jacking is a term normally associated with independent suspension systems. Spring rates need to be able to support the sprung mass of the vehicle and any down force generated, which will further add to the downloads. Also camber settings ranges could be affected with a soft setting, where the tyre exceeds the optimum set up. When we link all the individual CG point, we can plot the mass centroid axis. Wide tracks will give you more resistance to lateral load transfers under centrifugal forces, effectively meaning better cornering capabilities. configuration settings.
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