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2 words: "Weight Transfer".
Having trouble resisting the Nuances.... and asking how do you get to that state of zen...........
Suspension
-H&R race springs
-Koni adjustable shocks/struts (yellows)
-MM CC plates at -3 degrees
-Metco UCA and mount
-KB rear LCAs and relo brackets
-MM panhard bar
-No rear sway bar
One begets the other in this case....Or one word: Squat.
Yes that whole car moving all over the place thing takes some getting used to, but it can be very effective. Personally, I've always liked stiff cars but I'm learning that with the weight and high CG of these turds you have to give a little to get a little. One thing thats important with a soft car, you have to have all your geometry right-bump steer etc. gets wild when the suspension travels to those extremes.But like I mention above, setup for squat...and whole new driving dynamics, etc.
Absolutely. Just trying to point that out for others. It's like setting up a drag car...that needs to turn.One begets the other in this case....
Yes that whole car moving all over the place thing takes some getting used to, but it can be very effective. Personally, I've always liked stiff cars but I'm learning that with the weight and high CG of these turds you have to give a little to get a little. One thing thats important with a soft car, you have to have all your geometry right-bump steer etc. gets wild when the suspension travels to those extremes.
I'm still trying to break my oval track habits and re learn to drive and setup for road course. This has been much more of a learning curve than I initially thought. I miss being able to add stagger to get the car to turn on the throttle and preload the bar to tighten the exit and it's frustrating for me. There are a whole bunch of parameters I can't use anymore and new ones I've never had to deal with. It's a little humbling.Absolutely. Just trying to point that out for others. It's like setting up a drag car...that needs to turn.
Exactly!
That setup plays to the cars strengths as well, center of corner..not so great, but getting into and out of..awesome. I think folks get into trouble soemtimes when they try to make a vehicle do what it's not designed to do, you can make it better maybe but stopping and going is what mustangs do best.
Stiff setups are often used to cover up bad geometry.
Good handling comes down to managing weight transfer...
May I adress a big misconception or wrong use of terms here? weight transfer ... i can agree with "load transfer", because unless you actually didn't strap into your seat, or attach the seat to the car itself, and let your battery go loose in the trunk along with a spare tire and some tools, there isn't much "weight transfer" in a race car...2 words: "Weight Transfer".
Semantics.....the weight on the tire increases so you can call it weight transfer. The weight one tire gains is taken from another, so while static weight doesn't change, the dynamic weight on the tire does and so we can call it weight transfer. Load transfer is just another way of saying it.May I adress a big misconception or wrong use of terms here? weight transfer ... i can agree with "load transfer", because unless you actually didn't strap into your seat, or attach the seat to the car itself, and let your battery go loose in the trunk along with a spare tire and some tools, there isn't much "weight transfer" in a race car...
Good handling comes down to managing weight transfer. First back to front, then side to side and then front to back on corner exit.
This is why shock setup is so important. Low-speed shock settings change how weight transfers when the suspension is changing position with driver inputs. They briefly increase or reduce the effective spring rate in the moment that the suspension is going from one "set" to another. High speed shock settings are about keeping the tires pressed to the pavement when the pavement is uneven, but the low-speed settings get you through the transitions.
I think of it as more being able to 'round the limits of the circle of traction. Just as important to smoothly transition and be able to trail brake and roll into throttle. I don't care much for driving like an on-off switch, like I might drive an electric kart.
Also why it's important or beneficial to have separate control over high speed and low speed damping. Not sure I'd try to make a car that can hold the squat without such control. When working with drag cars, I'd review tons of video to help with launch/shock/suspension tuning.
May I adress a big misconception or wrong use of terms here? weight transfer ... i can agree with "load transfer", because unless you actually didn't strap into your seat, or attach the seat to the car itself, and let your battery go loose in the trunk along with a spare tire and some tools, there isn't much "weight transfer" in a race car...