Search:

Thanks Danny,

But I think you'll find I never even mentioned the term 'roll-centre', because it is useless when it comes to resolving forces/moments. I have referenced the Instant Centre, using a...

There are two approaches to dealing with the above.
1. Keep track of the moving tyreprint centre under different load conditions, and then adjust IC height, CG height, n-line slope, etc., to suit....

I disagree. Take a front view, and say both front tyres are squashed the same amount, but due to kinematics the IC (which is above ground) height does not change, the n-line ("all the straight lines...

An infinite swing arm length gives zero vertical component, and zero x infinity is zero.

Maybe you can answer a question about your n-lines... How do you account for the fact that the slope of...

Z,
I never said this is the only point. If you actually read my post, rather than jumping to condescending comments, I was simply suggesting this point for taking moments around the sprung mass, to...

Absolutely ! </div></BLOCKQUOTE>

Thank you, I thought the explanation was entirely appropriate given the question being asked... I should apologise though; this approach is only adequate for a...

You seem to be getting crossed up between which forces are internal to the vehicle (i.e. between wheel and chassis) and which are external (normal load at the tyre CP). You are right that 'jacking...

Z,
Are you suggesting that a car with more downforce (i.e. faster in corners) burns less fuel? Because I'm afraid reality is quite the opposite. Imagine being power limited everywhere, you'd use a...

Not forgetting bulk temperature Claude...

I can only assume BillCobb's comment was specifically talking about the front axle of the Deltawing? It certainly isn't true of any normal racing car...

MegaDeath,
I'm confused... you said the Hoosiers took 15 laps to go fastest, and the Goodyears till the last lap. Then you say the 2nd lap on Hoosiers was fastest, and the 3-4th on Goodyears - which...

We ran a 10 tooth on an R6 before, with no reliability issues. They were custom made, but this is pretty much the limit on this sized chain. You can definitely get 11s off the shelf though

We got a selection from H&R which fitted the cane creeks perfectly, and in 25lb increments. 300-500 sounds mega stiff though!

Fantomas,
That's hardly a suitable video as the cars are rarely audible, but if you were anywhere near the track like I was, you could hear the GFR car scraping the ground everywhere. They should...

I can only reiterate Luniz's comments, as we had the exact same problem in 2009, except we were running 6" all round, unlike Kiel's 7-8" beasts. I remember some jaws dropping at the state of our...

From the look of some of those pics, looks like scrut. are still letting cars run that are blatantly illegal - some of those roll hoop lines are a long way from being 2" clear of the helmet.

Brunel ran a 4WD chassis a few years ago. As for the Imperial College 1A car - it didn't even run at FS!

That's probably a common misconception Chris. But if you think about how the brake line pressure gets transferred to the rotor... This pressure acts on the piston behind the pad, which is in the bore...

reiterating what Tim said, the pad area doesn't enter into the torque calcs etc... it's a matter of thermal capacity, wear rate and pad life. The pad size will be dictated by your choice of caliper...

Number 1 team in the UK... EPIC!

You'll actually find the caliper will fail before its seals, but only if its rated lower than the brake lines and master cylinder etc... strange thing to wonder - your not planning on runnning above...

Yunlong,

I think you need to revise the definition of slip angle. Just because the wheel is steered to 30degrees, does not mean the slip angle is at least this. There is a kinematic steering angle...

Our 2009 car ran Cane Creek DBs. We ran ride frequency of just over 3Hz front and rear without any issues, (in fact we finished 2nd overall in germany). Not sure we could go stiffer cos of the bumpy...

"There is no such thing as oversteer or understeer"

I see... so that's why it's the most talked about thing in vehicle dynamics!

Let me simplify this massively...

choose an IR that will accomodate the expected wheel movement and use as much of the damper stroke as possible. this will only vary if you start using bumpstops....