Easy peasy so far. Weight to power is one way to get a general idea of acceleration performance. EVER. Most of the cars are big tire 4 link IHRA bracket cars. Knowledge of rotational mechanics is also needed in this page.] As a general guideline, lighter springs allow the car to easily transfer weight, and settle faster down track. Weight Transfer. So, the heavier the car, the stiffer the spring you will need to hold that shock in its designed position. In fact, you need the geometric weight transfer. Lots of car roll, inside front on turn in and outside rear on exit could fall over. The same car with 250 hp would have a weight to power ratio of 14 lbs per horsepower. Weight Transfer in Turns (A) Weight distribution is static as the car drives a straight line. How to Weigh Your Race Car. Performance and race cars may have spring rates of 300, 400, 500 lbs/in and higher. Handling: Generally, a race car's performance while racing, qualifying or practicing. can be used because of the reduction in jacking affect: small suspension travel, wide track, long suspension arms to stop the roll centre height moving around so much relative to the chassis i.e. This leaves the front of the car with little traction and so creates an imbalance. A fundamental topic in any discussion about handling is weight transfer. Here are some points to remember when weighing your race car: - Make sure the floor is perfectly level; use shims under the scale pads if needed. To the driver this is a very frustrating feeling, quite often on a front wheel drive car the rear inside wheel will now be airborne, and the car just understeers relentlessly. It begins at a point above the front spindle centerline as high off the ground as the center of gravity of your car, and continues to the rear tire contact patch directly below the rear axle centerline. Weight transfers under braking are thus more likely to affect the balance of the car (see Figure 3). It’s unlikely you’ll ever experience oversteer unless you’re driving a car near the limits of grip. Deceleration – forward weight transfer. Static weight distribution is defined by two ratios: A ratio of the total weight on the front or rear tires of the vehicle. There are 3 components we will evaluate: Related formulas. If you do not fully understand weight transfer, you will not be effective in understanding how to adjust the car for maximum handling performance. Every sanctioning body has specific rules on how to mount weight, and what fasteners to use. We will start with the static corner weights for the car, as measured on the scales. That means that adding weight needs to be something you are able to do in your race car. Causes. Cars can brake much harder than they can accelerate. Naturally, you're more inclined to wheelstand with an increase in acceleration. With the ease of shooting video today, Smith stresses the adjustment of your front shocks by means of using a video camera. When I was little, I watched quite a lot of cartoons. The car starts to rotate so the driver is facing towards the inside of the corner. NASCAR RACING EXPERIENCE IS AS REAL AS IT GETS! In the automobile industry, weight transfer customarily refers to the change in load borne by different wheels during acceleration and the change in center of mass location relative to the wheels because of suspension compliance or cargo shifting or sloshing. This happens because when you get on the accelerator, the rear of the car will squat causing a rearwards transfer of weight and grip. “Variables such as suspension geometry, overall racecar weight transfer, rear suspension settings, horsepower, and torque, can all be affected by your front shock adjustment,” Smith says. A ratio of the total weight on the left and right tires of the vehicle. EXPERIENCE. The tires limits of grip will now have been breached, no more weight transfer can occur. As discussed in an earlier chapter, the load sensitivity of a tire means that, for any pair of tires on the same axle (or the same end of the car for an independent suspension) the tires produce maximum grip when both tires are equally loaded. A drag race car should run the lightest front spring rate possible, without letting the shocks bottom out when making a pass. We want our race car's cg to be just as low as we can get it. THE MASS CENTROID AXIS is related to the cg sort of. (B) Braking in a straight line shifts the weight forward, planting the front tires against the road to aid in deceleration. Given a certain car weight, there is a certain amount of mechanical downforce applied to each tire. Eventually the car will “fall over” onto the outside front wheel. If your car isn’t well set up, whether it be springs, dampers, roll bars or any of the many things you can change, it could cause understeer. In current open wheeler racing, geometric weight transfer. BEST. Scaling your race car is arguably one the most important practices that you can do to increase your chance of visiting victory lane. You can recognise oversteer if… The rear of the vehicle becomes unstable and ‘light’ due to lack of grip. The only way a suspension adjustment can affect weight transfer is to change the acceleration. Changing spring rate affects ride height and the rate at which weight is transferred to the rear tires. The weights are not calculated for any particular car, but are representative. Corner balance becomes much more important due to the high spring rates – small changes in height greatly impact weight carried. Similar cars, in different sanctioning bodies, may has has have minimum weights that vary by hundreds of pounds. Our next step is to understand the components that make up weight transfer, so that we understand the factors we have control over. a discussion on steady-state lateral weight transfer and how to use it in setup understeer and oversteer balance: the mechanics behind it, and 3 ways in which it is affected by suspension the absolute guide to the racing tyres – part 1: lateral force race car design: 6 steps to design like a pro Race Car Weight Transfer and Handling Examples for Suspension Set Up, Development, Tuning and Testing. The term “Gasser” refers to a style of drag race car that was prolific in the late 1950s through the 1960s that ran on gasoline as fuel, as opposed to race fuel. (C & D) Trail-braking transitions weight from the front tires under braking to the outside tires for turning, lightly blending the two. - Set tire pressures first. - Check stagger at each tire, even if using radials. - Put the driver weight in the car, preferably the driver. The weight on a race car is constantly shifting around, it is dynamic, it is not static (constant, still, not changing). In example diagram SWD1 below, the car’s center is marked with a red cross, which lay half way along the Wheelbase, and half way along the Track Width. “You need a spring rate that will hold the shock at the designed distance apart for the weight of your car. If, in side view, we were then to draw a line joining each of these centroids, we would have the mass centroid axis. When a race car makes a left turn at a very high speed, this weight shift to the right can dramatically affect any uneven cross-weight that exists. Weight Transfer [To understand the material of this page, I assume the reader have a firm understanding of Newtonian Kinematics. Consider what happens when a race car enters a left turn at a high speed with decreased wedge -- where the left-front and right-rear have more weight than the other two. We know that weight is going to transfer from the left to the right, then we can assume that we will need to start out with, in the static state, more weight on the left rear and less on the right than what we want to end up with in the middle of a turn. Finally, this article is primarily intented for (RWD) race cars with fully adjustable suspension and the lot (not for Drift mode), although basic settings for street cars are still valid. In the case of a turn, the car wants to continue in a straight line, but the tires are able to generate enough force to pull the car around a curve, which creates weight transfer to the outside of the car. We have had 5 of our 11 races and I sit 2nd in points and finished 2nd last weekend on a 98 degree day when a lot of cars were having trouble getting down the track. 23.02.2021 Race Car Transport DAF FA LF45.170 08 7.5ton Race Car tran Twin Sleeper C. 2005 Race Car transporter with double sleeper cab and cabin heater. Variables . These cars typically competed in “heads up” drag races that were classed by engine size and car weight. I remember that there was a cartoon about fantasy car racing. Jerry Bickel has decades of experience building race cars and adds to the concept of the correct spring rate for ride height. Lets also assume that you have a 200 lb driver, your minimum weight allowed is 2900 pounds, your maximum left side is 56% and your recommended rear weight is 50%. With these assumptions you will need to add 200 pounds to get up to the minimum weight. For a car that raises in the rear upon acceleration, you need to be in that middle range and careful not to get so stiff upon compression that the rear suspension does not allow the front suspension to raise. 12 months MOT until 31/01/2022 Featured € 79,000. For example, lets assume that your car weighs 2500 pounds race ready but without any ballast. Proper chassis set up requires that the weight balance is set correctly for the car, driver and track conditions. Weight transfer is a function of car weight, CG height, wheelbase, and acceleration. The neutral line is a reference point used when considering weight transfer (pitch rotation) in suspended cars. Weight Transfer. How a car "Handles" is determined by its tires, suspension geometry, aerodynamics and POOR CAR SETUP. Figure 3 – Forward weight transfer due to braking. Weight transfer is much less of a problem fore and aft during braking and acceleration because the wheelbase is longer than the track width and resists weight transfer better. Drag race cars will normally use a lighter rate spring (about 30%) to promote weight transfer while a street car will use a fi rmer rate spring (about 25%). In order to achieve proper and repeatable weight balance a quality set of electronic scales will need to be obtained. Introduction. Small angles can throw off your readings significantly. For example, if I have a 3500 lb car with 215 horsepower, I simply divide 3500 by 215 to get a weight to power ratio of 16.28 lbs per horsepower. Next we'll put the car into a corner, add braking and then add acceleration. DRIVE a NASCAR RACE CAR! Following drivers meeting with crew chief, training and instruction, get behind the wheel and drive a NASCAR Race Car for timed racing sessions on the Nation’s Premier Speedways. Weight transfer; Symptoms. Car prone to dive or squats, lots of longitudinal weight transfer. Weight may be one of the most talked about subjects in racing; often focusing on ridding the car of a few extra pounds. To "fix" this with a suspension adjustment is simply to reduce acceleration. DRIVE a NASCAR Race Car by yourself! Corner balance goal. A disparity of up to 5 percent in front-to-rear static weight distribution is not much of a concern. you don't get "progressive" jacking as the car rolls more. Advantage of forward weight transfer Prevention of understeer . If we were to slice the car into a series of transverse sections-like a loaf of bread-each section would have its own center of gravity, or centroid. Additionally, we are much more concerned with handling and performance with race cars so corner balance becomes very important. For a car that squats in the rear upon acceleration you may need to loosen the shock to get maximum weight transfer (pitch rotation). Springs should typically be compressed 25-30% of the free length when supporting the weight of the vehicle. Rebound: During rebound (following the bump compression phase) the dampers extend back to their original positions, using up the stored energy from the springs.

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