camber gain and fvsa lenght
camber gain and fvsa lenght
(OP)
Hi, I am trying to justify have a very long fsva lenght and very small camber gain. The RCH in the front is -1in below ground and +1in in the rear. The static camber is set to -3 degrees. Out fvsa lenght is 875in which translates to a negligible camber grain during compression. (0.0655degree/inch). assuming this geometry can't change how will this affect the cornering performance and is this acceptable?
Thank for the posts.
Thank for the posts.





RE: camber gain and fvsa lenght
Cheers
Greg Locock
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RE: camber gain and fvsa lenght
Front to rear weight distribution and required underseer/oversteer characteristics and transitions also might be a consideration
Regards
Pat
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RE: camber gain and fvsa lenght
RE: camber gain and fvsa lenght
1.5 degress/g which is stiff because we don't have a anti-roll bar. 175 lb/in springs in the front 200 lb/in in the rear. formula sae competion. The -1in front an +1in rear induces understeer characteristics, reduce lateral load transfer during cornering and increase traction during cornering.
From what I have been able to research is that body roll normally results in positive camber gain on the outside and negative camber gain on the inside. The scrub radius therfore increases on the inside and decreases in the outside.
Camber gain due to fvsa lenght will gesult in greater negative camber. Out geometry has very low camber gain therfore it would seem with both combined that we would likely see positive camber gain on the outside and negative on the inside.
From what I understand is that due to our still roll rates our minimal camber change is acceptable. A anti-roll bar would have been nice to couple the chassis roll rates with the camber change but cannnot be done now.
That sound right?
Cheers
RE: camber gain and fvsa lenght
Cheers
Greg Locock
New here? Try reading these, they might help FAQ731-376: Eng-Tips.com Forum Policies http://eng-tips.com/market.cfm?
RE: camber gain and fvsa lenght
RE: camber gain and fvsa lenght
You (as a student) will have to 'join' = 'buy' your way into the TTC, though, to get the data. 'Old School' denies its helpful. They just change parts and drive around until they run out of time or Red Bull. 'New School' gets the car PFC right off the hauler.
'New School' will get job offers, too, (in the "field", not in a field).
RE: camber gain and fvsa lenght
http://www.michelinman.com/motorsports/ at the bottom
Cheers
Greg Locock
New here? Try reading these, they might help FAQ731-376: Eng-Tips.com Forum Policies http://eng-tips.com/market.cfm?
RE: camber gain and fvsa lenght
RE: camber gain and fvsa lenght
To get test Round #4 data for MIC, HOO, GDY, etc, you will need to buy it. Then you have to fit it to some kind of model (MF5.2, MRA, WAC-Spline, LapSim, HomeBrew, etc.), then run a vehicle+tire model in a tire and suspension evanuation procedure in a DOE fashion. I believe MRA just loaded their model fitting coefficients in the past few weeks. All the maths prototypes (no lisping intended) needed to produce the optimum tire and chassis parametrics from an ISO Test procedure format have been fondly seeded into the TTC forum threads. Students just need to add some bits to increase the model fidelity.
RE: camber gain and fvsa lenght
thanks
RE: camber gain and fvsa lenght
Cheers
Greg Locock
New here? Try reading these, they might help FAQ731-376: Eng-Tips.com Forum Policies http://eng-tips.com/market.cfm?
RE: camber gain and fvsa lenght
fvsa = (t/2) (1- rollcamber)
therefore
Roll camber =1-((2*fvsa)/t)
But that does not seem right as we would get a very large number
Roll camber = Wheel camber angle/chassis angle
But that does not seem right as if we increase the chassis roll angle we would expect a large camber change.
So as I expected have to do with the geometry. Our upper control arm ( if i'm using the right term) is 11.822in and our lower control arm is 15.549.
A quick post would be greatly appreciated, as I really need an answer by tomorrow morning.
thanks
RE: camber gain and fvsa lenght
Roughly speaking you have an infinite SVSA length, and the IC is more or less at ground level. therefore in a 1g turn when your car will roll by X degrees, dependent on CGZ and roll stiffness, that will then camber each tire by X as well.
Slight mods to the above due to the realities of your suspension will not change the fundamentals.
Cheers
Greg Locock
New here? Try reading these, they might help FAQ731-376: Eng-Tips.com Forum Policies http://eng-tips.com/market.cfm?