naw, I was just wondering about non-aero setups. Mainly just trying to figure out what the real objective is when modifying a suspension to handle better. IE: With mass, cg height, and track width all constant on a vehicle, what changes how fast it can corner.
I was on a young FSAE team for a bit, and while we were by no means a representation of a team that had all the answers, we did not use any crazy camber/toe but instead choose a smaller/narrower tire in hopes of getting more heat into them. However, they ended up seeming overheated by the end of...
haha - thanks.
I'm going to have to get a copy of that book... Until then - in general - can it be said that the overall load transfer from roll can be reduced with a higher spring rate at all four corners and everything else remaining constant?
This makes sense - I can see how a stiffer spring on one end of a car relative to the other end (ie front stiffer that the rear) would affect which wheel gets more of the load transfer. But i'm still not sure how the stiffness effects the overall amount of load transfer.
Assuming you have a...
"The sprung vehicle mass is transferred to the tire as load via the spring. A stiffer spring applies more load to a specific tire."
Again, this makes no sense.
Assume there is a 100lb/in spring on the wheel on the out side of the corner. (only considering the front here)
Also assume the...
Thanks for the reply! I'll have to check those books out. I've read Valkenburgh's "Race Car Eng and Mechanics" and then parts of Milken's RCVD - quite a jump haha.
Everything you said makes perfect sense except: "By using a stiffer spring or swaybar you apply more load to that particular tire...
Hi, pretty sure this is my first post, but i've been reading on here for a few years - great forum!
Ok, I've read tons about the details of suspension design (ie roll rates, roll stiffness, roll couple %...) but as I took a step back and was trying to explain the big picture to someone, I...
