compound steering axis is at the upper limits? There are successful race cars getting around with close to 20 degrees castor and 7 degrees kingpin inclination.
also the steering weight is more a factor of the castor trail not the castor angle. 15mm castor trail is very little.
I would say it is worthwhile to reduce that scrub by increasing the KPI. negative being it takes off camber with turn (good for inside wheel, bad for outside) but with the caster you have should counteract it. positives of reducing the scrub is reduce the steering wheel pulling to one side when...
the front geometry in an F1 is almost completely governed by aero. Are there issues with lateral scrub/camber recovery? not really as the suspension barely moves so hardly an issue. Jacking forces possibly not good for aero hence why the arms are parallel to get the IC of the wheel as long as...
Yup, as Chapman meant to say, even a bad suspension can be made to work if you don't let it move. CheersGreg Locock
This above means stiff springs, not stiff ARBs.
In real life no suspension setup is perfect, there are always compromises. ie camber will roll off on the ourside, or you will...
yes the maximum grip for a non aero car without any geometry issues with lots of wheel travel usually means soft springs bars...BUT race tracks/roads quite often have chicanes or turns after each other in quick succession, where a quick change of direction is desired. hence why it is best to aim...
The reason for using both front and rear antiroll bars is because they are probably after a certain total roll stiffness of the vehicle (set by comfort/performance targets), yet need to tweak the load transfer distribution to set the understeer gradient (balance). quite often these 2 events cant...
So its a ride spring/damper coupled with a roll spring by bellville washers?
If so I would say in terms of TLLTD you neglect the ride spring and calculate the roll spring in much the same way you calculate an ARB for roll stiffness. if you split the anti roll system into 2 sides and estimate...
Shouldnt you add toe out with neg camber not toe in? The toe out balances the camber thrust so with the steering heading straight ahead the net lateral force is less giving less drag and wear.
For a radial I think it is about 1:10 ratio toe angle versus camber angle in terms of lateral force.
The ARB has to see the same torque on one side to the other. regardless of the MR. So if you work out the ARB is trying to twist x degrees per G of sprung mass roll, then you know the loads at each wishbone, then you know the loads at each wheel, hence the roll resisting moment.
The effect is...
Exactly. Same reason why magnesium is one of the best materials for wheels. even if they have a lower strength to weight ratio than ally, they can be designed to give the best stiffness. this would explain the lack of titanium wheels in racing.
Yes, Sorry for all the hand waving and muliple examples, you can make different assumptions and come out with opposite results.
To be honest In an underhanded way im trying to find the reason why in a single track vehicle it is almost 100% correct that putting extra weight on the front will...
Ok, I meant the car will oversteer (rear slip angle more than the front as corner stiffness is less, until the FRONT tyre (as it is very "unforgiving", ie sharp drop off of later force after the peak grip level with increased slip angle) loses efficiency (by moving into the sliding region) and...
Ok, So yes I agree linear range Understeer, but until a very low speed where the rear will let go, as the rear tyres have such a small amount of load on them, they hardly deflect over the tarmac and will suddenly let go and the car will oversteer at a very low speed
I guess this is because the...
Yea thats fine, but how far can you go?
can you keep moving the weight forward such that now you have a car with 90% of its weight on the front?
will it still understeer??
