and no matter what you do with weight distribution a FWD car is still going to tend to understeer once you get back on the throttle coming out of a turn.īTW, re read the section on tires and how they make traction. Thing is, drive train layout only comes in to the equation on corner exits. This is an excerpt from a similar thread I placed on another forum: The whole field is Mathematics and the Black Arts. If you can move weight around easily, I'd recommmend trying a few setups and see which is faster. Even if the tires do saturate before the physical limit, they may still pick up more acceleration ability than they lose cornering ability as you add weight to the front. In my case, the limiting factor is not the tire's ability to generate cornering force, it is the roll stability of the physics of the chassis. I have intentionally moved as much weight as practical to the front of the car to reduce the polar moment and increase the acceleration traction. That is the physical limit of the car's CG and width, but I have enough tire to genrate that much force on a good surface. This is the point where the whole inside lifts off the ground. If you have enough grip to reach the physical limitations of the mass and width of the car, then you are just giving up acceleration by having more rear bias.Īs an example, my 86 Civic EP racecar can corner at around 1.7g. When I say enough tire, I mean a tire with enough grip to lift the inside front wheel. If you can get enough tire, I think that the ideal bias is as much as possible on the front of the car. The downside is it reduces acceleration capability, which IMHO is more important. If you are using very limited grip tires, you may want to have more rear bias to get higher cornering speeds.
A lot of the decision depends on how much tire you have to work with. The ideal weight distribution depends on a lot of factors.
#Fwd race car more cross weight make loose or tight professional
i don't believe there's a magic weight distribution number that will automatically be better than another, because everything can be balanced with proper tire / wheel / spring / bar selection.Īs far as being able to brake later, that's purely a function of how sticky your tires are and the balance of your brake system at the max decel that your tires will support.Īre you in a professional field where your employer might pay for you to take a course from the Society of Automotive Engineers? i'm an assistant instructor for the SAE's "Applied Vehicle Dynamics" course, and in this class we spend three days alternating between classroom lectures and on-track exercises, to bridge the gap between textbook and track. uneven weight distribution can be balanced with different tire sizes, different inflation pressures, alignment specifications, etc. for any total vehicle weight, maximum cornering force can be generated by four equally-loaded tires - if the tires are all the same size. In general, it is the non-linear nature of the friction-versus-weight behavior of automotive tires which allows us to change the handling of a vehicle with things like (fore-aft) weight placement and (side-side) anti-roll bars. The answer, of course, is "it depends." there are many factors, besides weight distribution, that define the understeer/oversteer nature of a vehicle (aka the "understeer gradient" or USG).
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