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Recent content by TMAPV

  1. TMAPV

    Corner weight adjustment

    If we have a sprung system, so springs on all four corners, why does the system not have 'design' weight distribution at any ride height? Adjusting my car I can change the load on the corner by adjusting the ride height through the coilover spring seat height. But the spring preload on each...
  2. TMAPV

    Torque tube advantage

    Thank you for your inputs. You have to excuse my ignorance as I'm trying to learn: a typical powertrain layout without torque tube, as it applies torque onto the driveshaft, will have a reaction torque on the engine mounts in opposite direction. A torque tube connecting this engine to the rear...
  3. TMAPV

    Torque tube advantage

    Can anyone explain how a torque tube differs to a 'normal' setup when we we have a front engine vehicle and transmission on the rear axle? It seems to be used on a few cars such as Astons, so there must be some benefit and trade off somewhere, different load path etc. Would be interesting to...
  4. TMAPV

    How is the static toe setting determined

    Is the on centre feeling linked to cars in racing series having toe out almost 100% of the time? There must be some objective reason for it?
  5. TMAPV

    How is the static toe setting determined

    Anyone got any experience in what governs the toe setting? Looking online, different OEMs maybe have even different signed (toe in vs out) especially at the front with sometimes going as low as 0.05 deg. Since the overall balance front to rear axle is made up of many other factors, static toe...
  6. TMAPV

    Roll steer and pitch

    Greg, why do you say using little roll steer and a lot of compliance steer is bad? Aren't there inherent issues from roll steer due to the delay between steer input and roll (and therefore roll steer)? And how does this compare to compliance steer? In the end both require lateral force build up...
  7. TMAPV

    Anti / Jacking forces and wheel hop

    The instability comment is interesting way to think about it, as it's essentially positive feedback. And I guess pro-squat (so jacking force in other direction) would be in more of a cycle instead, ie Increase in LF would reduce load on tire, therefore reduce LF, which increase load, which...
  8. TMAPV

    Anti / Jacking forces and wheel hop

    Greg, how did the harsh shifting get amplified with antis in your scenario?
  9. TMAPV

    Anti / Jacking forces and wheel hop

    gruntguru, that's the kind of reply I was looking for, that analogy is perfect too! Why does this not happen due to springs forces, even if antis are zero, we can still have a vertical force from spring and the drive force? For point 4. wouldn't the wheel/tire hop up or move back up only once...
  10. TMAPV

    Anti / Jacking forces and wheel hop

    Can someone provide some input as to why an an anti force induces wheel hop? This seems to be prevalent in drag cars, and from what I've noticed is near limit behaviour. What I don't understand is why would anti-squat, so rear, produce this wheel hop during acceleration, and this seems to be...
  11. TMAPV

    Understeer budget spreadsheet

    Greg: Makes sense. I guess those Germans have it easy with their smooth roads and can afford to run a tonne of roll steer to make up for putting their engine in the wrong place eh? cibachrome: Thanks for clearing that up, makes you think why people seek neutral steer when it doesn't actually...
  12. TMAPV

    Understeer budget spreadsheet

    Thanks cibachrome. I think in a more complex simulation even having left and right side with their own slip angle calculation would give a slightly different value of the ENF contribution towards understeer, due to load transfer sensitivity, but I doubt the magnitude is even worth looking over...
  13. TMAPV

    Understeer budget spreadsheet

    Thanks for sharing! Quick question, how do you measure some of the K&C? For example, your code has: cc_ATDS_r = -ENR *NRperg/2/100 ; Where ENF is Mz Steer, NRperg is the front axle aligning moment per g, so I understand why we have a division by 100 in the equation, but not sure where the 2...
  14. TMAPV

    Dynamic index / Yaw axis

    I understand that the 'turning' centre is far from the car, defined by slip angles and steering angle. But the theory of 'inertia matching' is referring to the rotation of the car itself around some (yaw?) axis that's well within the car dimensions, so I am not sure what this axis is?
  15. TMAPV

    Dynamic index / Yaw axis

    I'm getting a bit confused with the the yaw axis of the vehicle, which I always assumed to be at the CG. I've recently come across a topic on the inertia match theory which (I think) suggests that there is a different point about which the car yaws, and subsequently the ratio of that to the rear...
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