New Hyundai test video has emerged!
It dipping quite a lot under cornering and braking. More so than I would expect. Here's to hoping they can finally end VW's dominance!
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I'll copy my comment to here... as there might be interest elsewhere in the forum:MadMatt wrote:For those interesting I have posted an article about being a rally engineer on my blog (link in my signature). We can discuss things here if there is any interest!
Statistics help the engineer to remove settings or parts that you know won't work in advance, to narrow the setup range to propose to the driver. You cannot rely 100% on data of course (I heard some teams few years ago used to not pay attention to the driver's feeling as what they could see on the computer was enough which I think is wrong, but out of topic). I cannot estimate the driver to data ratio of information to make the car faster as it depends on how skilled your driver is basically. I have seen cases where driver was only responsible of the settings to a proportion of 20%, but also 80 or 90%!itix wrote:I'll copy my comment to here... as there might be interest elsewhere in the forum:MadMatt wrote:For those interesting I have posted an article about being a rally engineer on my blog (link in my signature). We can discuss things here if there is any interest!
Very interesting reading. I can see that you worked for RK at least from the blurred document (on the one event where he didn’t end up in a ditch or something broke on the car). How much of the car is set up from statistics and how much of it is from driver input? …and how on earth can you gather over- and understeer from sensors? Wheel speed sensors? Load sensors on the dampers? That one got me. Maybe that's also confidential
Looking forward to the post about the event from your perspective!
True, VW always seem to be able to put the power down better than others, which rose the question few times about using some kind of disguised TC. What is for sure is that you need to have the wheels STRAIGHT to put the maximum power down, and it seems that VW drivers are able (better than others) to have their front (and rear) wheels pointing straight when exiting the corners, unlike some others which are sideways, so there is for sure a part of driving style, but also on car setup!Scorpaguy wrote:Hyundai testing....
Still seems a bit slow on corner exit compared to the others. I dont know if its down on HP,have tranny/transfer case issues, or suspension woes. I suspect the first and last.
I'm convinced that the VW is able to get power to all 4 wheels better than the others...and they dont slide as much (which doesnt suit Jari's style). Citroen is close...and M-Sport just tries harder
This requires extensive testing tho in order to get it right IRL.I'm interested in knowing what sort of data analysis you do, and what you find important to aid setting up a car. At my FSAE team we had a datalogger connected to the car which collected data from a large variety of sensors, however the usage we got out of it was pretty low outside of people using specific outputs for thesis work. I'm interested in how you as a professional makes use of this data because right now, our car setup work would be based 95% on driver feedback.MadMatt wrote:For those interesting I have posted an article about being a rally engineer on my blog (link in my signature). We can discuss things here if there is any interest!
You have to ask yourself the real questions. I am sure other race engineers on this forum could answer your question, but what you are trying to do is minimize contact patch load variation while maximizing car acceleration. There are hundreds of things you can monitor, but I will give you 4 basic good ones:Cold Fussion wrote:I'm interested in knowing what sort of data analysis you do, and what you find important to aid setting up a car. At my FSAE team we had a datalogger connected to the car which collected data from a large variety of sensors, however the usage we got out of it was pretty low outside of people using specific outputs for thesis work. I'm interested in how you as a professional makes use of this data because right now, our car setup work would be based 95% on driver feedback.MadMatt wrote:For those interesting I have posted an article about being a rally engineer on my blog (link in my signature). We can discuss things here if there is any interest!
How are you seeing the caster angle from this view? Aren't focus' still using the control blade rear axle?MadMatt wrote:Skoda presents their new Fabia R5. A Polo deguised basically, but it looks good. Notice the caster angle!
Sorry Tim I meant the angle of the dampers, especially fronts! We cannot see the steering axis that is for sure, but it is a weird design. I would imagine the damper is clamped at the top of the upright in the middle and then a bracket at the bottom a bit like what you would have for a brake caliper! For comparison, here is the Fabia S2000:Tim.Wright wrote:How are you seeing the caster angle from this view? Aren't focus' still using the control blade rear axle?MadMatt wrote:Skoda presents their new Fabia R5. A Polo deguised basically, but it looks good. Notice the caster angle!
Yup, exactly why, in my opinion, it is a very compromised suspension for competition use.MadMatt wrote:As you mentioned the friction in the damper due to the axis offset is important but the damper angle too as this can change the squat and dive properties of the car.