I have not read all the responses so I may repeat what has already been said. I do not think the scrub distance has changed so much with your wheels, it would then appear directly to the fenders on the car.
As for scrubb and its impact on suspension, so it has no impact as long A-arm system is...
I have an explanation for this phenomenon, but I am not saying that I'm right on the merits.
One can not evaluate individual elements of an F1 car separated from the rest of the car's design details. If we look at a F1 front so we have a very special design that comes from the aerodynamic...
What I meant was that when the car is set to close tolerances, (not only the splitter) you will then notice even small effect of altered spring rate that would otherwise not have been detected by the driver. So, it is a question of the car is use to the edge of its potetial, that govern what is...
Well, it is hard to FEEL the difference in the sence that one should be able to tell the spring rate by a few p/inch simply by driving the car. But, to speak for myself, I use no more ground setting than necessary, and I do not use more spring rate than necessary, which means that I make use of...
It is a distorted view to imagine the shock absorber calibration is "objective", it is very much "relative". However, there is a rough rule for how it should be, but then it is up to the team to understand how to make nice customization of the current circumstances.
I have changed the Mr. on a...
What I say here is a theoretical argument and no specific indications. We have a sprung and unsprung carweight that in high and low speed dampening requires a certain amount of damping. This amount of dampenig is to be divided between compression and expansion of the proportions to suit car use...
The weight transfer from the inside to the outside wheels is dependent on cgh*g*w/tw, no matter if the car leans or not.
But it is an old article...
Goran
I am with you in what you say, and it is only half the spring weight. I am also with you in the respect that no one will feel the difference, or it might even be hard to detect on lap times. What I am pointing out here is that it does not matter how hard it is to detect, in theory we know that...
Rotating mass is not good for acceleration, or should we say altering the speed of the car. For an 10 sec 1/4 mile, 17" wheels compared to 15" wheels could make 0,5 sec difference. Becouse of mass location on the wheel. So, if weight is to be reduced on the car, unsprung and especially rotating...
As we see here there is no easy way out on this one. There are numbers of inputs for calculations, and just as many different designed aftermarket bars. I think the point is to be aware of these things to make better use of our swaybars.
A straight torsion bar with a good mountings, and 90 dgr...
I have driven my Pantera with a number of different tire-wheel combinations with weight from 16 to 26 kilo. As long as the road is flat there will be hard to detect a difference in grip, but if I drive over a bump during cornering it is not very hard to notice a sideway movement with the heavier...
Here is the answer for the swaybar deflection (D).
In the first 90dgr example we had D of 120mm.
If we had another arm,like the last figure,
there will be D of 60 mm each arm,
Number two 67,5 dgr have a D of 140mm.
Number tree 45 dgr have a D of 160mm.
Number four 22 dgr have a D of 430mm...
Rod, I agree with you, you have to test the car on the track.
If I may allow myself to be a bit philosophical.
I think the great value of engineering knowledge is to acquire the right understanding of the events so that you can work more rationally on the track. This swaybar problem is...
