Escolar Documentos
Profissional Documentos
Cultura Documentos
Under Utilized
Traction
Tire Breaking
Loose
Amount of Steer Angle Braking
Tire Slip Angle
The actual
direction traveled
will be a derivative
of the two.
As the tire is turned,
the center of the
contact patch is
The slip angle is the twisted.
difference between
the steered path and
the actual path of
the tire.
Lateral Force and Slip Angle
Transition
Tire reaches it’s stretch limit and gets into the
2500 frictional area Edge of traction
Lateral Force Produced by Tire
circle
2000
Elastic or tire
Tire stops stretching
1500 Stretch
totally relies on frictional
traction
1000
500
2 4 6 8 10 12
At point that
Contact patch area is contact patch
stretched releases from
surface, it snaps
back into position
and propels car
forward
1000
Tractive Force
750
500
250
Positive Caster
Front
Caster
• Caster effect creates a neutralizing or
centering effect to the steering.
• Caster creates a caster wedging when tires are
turned.
• Too little caster car becomes darty and
inconsistent.
• Too much caster makes the car sluggish and
difficult to turn from center.
Camber
No Camber
Camber
Camber
No Camber
Camber
Camber Thrust
Camber
• Camber can add side bite to a tire.
• Excessive camber can cause an un equal
loading to the tire contact patch. Lack of
footprint.
• Excessive camber will make the inside tire run
too hot.
• Too little camber will not load the inside of the
tire enough and take away side bite.
Camber Gain
Roll angle is 0
degrees
Camber Gain
side bite.
Disadvantages of Stagger
Stagger torque will have to scrub
one of the tires when traveling in a
straight line.
If left rear is at maximum traction,
the right rear will be past it’s
optimum traction for the given tires
slip ratio.
Anti-Dive
Upper and lower
Brake torque holds the control arm pivots
chassis up
Front of car
Side view
Pro-Dive
Upper and lower
control arm pivots
Brake torque pushes
down on the front of the
car
Front of car
Side view
Anti-Dive Tuning
Pro-dive in right
front and anti dive in
left front helps car
squat on right front
under braking and
helps car turn.
Adding or removing
shims on lower control
arm strut mount.
Slotted upper
control arm mounts
for cars that can’t
adjust lowers.
A small amount of
anti-dive can provide a
little stability.
Toe
Front of car
subject.
Do we really know where the front roll center really is?
Kinematic Roll
Center
Roll Center Movement
A B
Ackerman
Negative Ackerman is the
inside tire turning at a smaller
degree angle than the
outside tire; creating toe in as
A<B
turning angle is increased.
A B
Ackerman
As weight starts to transfer
off of inside front tire under
turn entry; adding positive
Ackerman can add more slip A>B
angle to that tire and in turn
add grip to that tire.
A B
Weight
Weight Transfer
There is two basic kinds of weight
transfer.
Polar Moment
Rotation Axis
Polar Moment
Rotation Axis
400 Lbs
Fast Reacting
Easier to Start Rotation
Easier to Stop Rotation
Lateral Weight Transfer
Rotation around the Y axis
Fast reacting
Harder to Start Rotation
Harder to Stop Rotation
Less Total Transfer
200 Lbs
200 Lbs
Pitch Center
Pitch Center
200 Lbs
Aerodynamic force
Aerodynamic force
adds down force and
tightens car even
Having front of body
when pointed straight
outside of the rear
pulls air out from
under the car