Hello all, I understand what the term "Corner Weight" means but how do the teams compensate for them and how do they measure each corner weight ?
As I see it , it is almost impossible to move objects around so that the car is literally BALANCED down the centre line of the chassis, so how do the teams conteract this im balance ?
with the car obliged to being symmetrical due to the rules
I don´t see any problems in cornerweight splits left-right,especially as the cars are build to a high degree of precision.
And to add to this there´s 100+kilos of ballast in the car so you can change and adjust quite easily the tungsten positioning.
Today Teams put even Tungsten Powder into their resins at strategic points to make the car bottom heavy.
And if one wanted to change the cornerweights for a asymetric setup there´s always adjustment of pushrodlengths uneven or uneven ARB link lengths you get mad looking at the amount of cornerweight you can shift very easyly.
My reason for asking the question is that I race 1/5th model cars and there is a lot of confusion on "Corner Weights" as I see it.
You answered my question when you mentioned the different length's in Pushrods/ARB. That is how I achieve the end result but others differ in their opinion.
Rodders. Corner weights are the effect of 2 different things.
I check mine everyweekend before and after I race or practise.
So the 2 ways to change are 1. Ballast. This is static weight.
2. Left to right is measured. in road racing a diff from left to right is pretty much a bad thing since we have to turn both directions.
A difference would indicate an inproper setup. So we change the ride hight at each corner nessasary to correct this.
3. Front to back. We change this with ride height adjustments as well. Adding rake( back higher than front) will shift weight from the rear to the frontend. Rake will change since in motion. When the car accelerates the rear will tend to squat and the front to rise slightly shifting weight to the rear so we get more grip at the rear then the front. too much weight shift can induce power on understeer.
During breaking the weight shift is from rear to front. This helps the front tires grip more for breaking, since most of our breaking pressure is at the front we can reduce speed more quickly. However too much weight shift can cause power off oversteer and a car that will become violent in oversteer due to loss of traction at the rear of the car.
The roundy round(oval "YUK") guys like to setup their cars for a weight difference from left to right since they are going left all the time. So they shift weight to the left cause centrifigal force move the weight right. Also they tend to have the car setup with the ride height higher on the right and the tires slightly larger in diameter on the right causing the car to always turn left even on a straight road.
There are a few terms the oval guys use to describe corner weights and setup. 'Left Side weigh't, usually givin in %, there is a rule in NASCAR stating you have to have somethin like 1600lb static pounds on the right, so all it's saying is the lateral location of the CG, something probably not seen much in F1. 'Nose weight', also given in %, basically just saying where the CG is longatudunally, however it is spelled. Then a weird one 'cross weight', which gives the percentage of the total weight on the LR and RF wheel, range of about 46-54%. Greater percentage usually makes the car 'tighter', or understeer more, it's set by altering ride heights, i.e. not the same front to rear and/or left to right. Another weird one is 'rear bite', it's the difference between the LR and RR wheel, it goes along with roll-couple distribution in that you want more rear bite then front bite if you front end is stiffer then your rear end, after the roll couple effects of course, uh huh I know many of you probably dosed off aff I said NASCAR but there ya go
red300zx99x wrote:There are a few terms the oval guys use to describe corner weights and setup. 'Left Side weigh't, usually givin in %, there is a rule in NASCAR stating you have to have somethin like 1600lb static pounds on the right, so all it's saying is the lateral location of the CG, something probably not seen much in F1. 'Nose weight', also given in %, basically just saying where the CG is longatudunally, however it is spelled. Then a weird one 'cross weight', which gives the percentage of the total weight on the LR and RF wheel, range of about 46-54%. Greater percentage usually makes the car 'tighter', or understeer more, it's set by altering ride heights, i.e. not the same front to rear and/or left to right. Another weird one is 'rear bite', it's the difference between the LR and RR wheel, it goes along with roll-couple distribution in that you want more rear bite then front bite if you front end is stiffer then your rear end, after the roll couple effects of course, uh huh I know many of you probably dosed off aff I said NASCAR but there ya go
