![]() Setting bump too soft can result into corner diving while braking and entering a turn. Bump helps you in initiating a directional change or entering a turn while rebound helps to maintain the speed while turning. ![]() Getting damping right is one of the hardest parts when it comes to tuning and from my experience separates good tunes from excellent tunes.ĭampers control weight transition during directional changes and while turning. Likewise if balanced downforce would require to reduce rear downforce lower than minimum allowed front downforce, rear downforce is set to minimum and front downforce is increased instead. Usually balanced downforce only affects rear downforce but if balanced aero would require to increase rear downforce beyond maximum possible rear downforce, rear downforce is set to maximum and front aero is reduced instead. So balanced downforce levels kind of equalize the deviation of the cars front weight distribution from the ideal 47% front weight distribution by increasing or decreasing rear downforce in relation to front downforce. For each %1 difference of car weight distribution from 47% rear downforce must be increased or decreased by 1.866667lb. Likewise for cars with lower front weight distribution rear downforce slider must be lower tha n front downforce slider to achieve balanced downforce levels. For cars with higher front weight distribution rear downforce slider must be higher than front downforce slider depending on how much the cars front weight distribution differs from 47%. For a car with 47% front weight distribution and a Standard Forza race aero kit (50-100/75-200) balanced downforce is achieved when downforce sliders are aligned, e.g. These are the ranges for spring rates I usually operate (given in percentage of distributed front / rear weight) on RWD cars:īalanced downforce levels depend on the cars weight distribution and are distributed around the cars aerodynamic ideal front weight distribution of 47%. As with ARBs this is not a simple 1:1 distribution according to weight distribution as for instance the drive wheels are usually run with lower springs rates in relation to non driven wheels to reduce wheel spin.Īs others suggested a good range is between 1/3 and 1/2 of the slider though there are exceptions where you need to run above or below that range. More weight requires stiffer springs and more flexible chassis / suspension require higher spring rates on the non driven wheels (front for RWD) and lower spring rates on driven wheels (rear for RWD).ĭistribution of front and rear spring rates is related to weight distribution, so cars with more front weight will require also higher front spring rates. Spring rates need to be setup in relation to car weight, weight distribution and chassis / suspension stiffness. Stiffer springs provide more control but can lead to harsh unpredictable car behaviour during directional changes or wheel spin when accelerating when setup too stiff. Springs control the weight transition during directional changes and between front and rear wheels during acceleration and braking. Softer springs provide more grip but can lead to sluggish car behaviour during directional changes or locking front wheels under braking and when setup too soft. Older cars and muscle cars require higher spread (>1 per 1%) while race cars require lower spread. for 51% front weight distribution the front ARB should be 1 higher than the rear ARB. This is however not as simple as 1:1 distribution according to weight distribution because springs and dampers also affect car balance during turning.Ī good starting point for ARB distribution for RWD cars is 1 per 1% weight distribution difference to 50%, i.e. ![]() race cars).įront and rear ARB distribution has a relation to weight distribution, so in general a car with more front weight should have also higher front ARBs than rear. Decrease ARBs for cars with less weight and / or more rigid chassis (e.g. Increase ARBs for cars with more weight and / or less rigid chassis (e.g. Likewise the less the car weights the lower the ARBs can be set.Ģ0/20 is good middle ground for modern road cars around 3000lbs and 50% weight distribution and corresponds to an ARB stiffness of around 63%. the more rigid the chassis is the lower the ARBs can be set. Generally ARBs need to be setup in relation to chassis stiffness and vehicle weight, i.e. Stiff ARBs provide more control during cornering but can result into harsh and unpredictable car behaviour when setup too stiff. Soft ARBs provide more grip during cornering but can result into sluggish car behaviour when setup too soft. Stiffer ARBs reduce body roll and thus provide less weight shifting during cornering. Softer ARBs create more body roll leading to more weight shifting to the outer wheels. Anti-roll bars (ARBs) control the weight transition between left and right (or inner and outer) wheels during cornering.
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