The rearward CG creates (dynamic) oversteer tendencies not understeer. With such a large rearward bias, the compromise is always between dynamic stability and mid-corner understeer. In this battle stability always wins because it's simply more important (for a human driver at least. Robot drivers are another story) and that's why rear-heavy cars often have a reputation for mid corner understeer. Not because of the weight distribution directly, but because of the actions you need to take to keep the car dynamically stable (roll balance, roll steer, camber recovery) all induce steady state understeer.maunde wrote: ↑09 Nov 2019, 14:12Hey Tim, that all seems to make sense to me, however, given that you will already be having a large proportion of understeer due to your COG, would you not want to reduce this at low speeds?
All valid points as far as road-car practicality from what I understand.
May I ask what your experience has been like working in Europe and moving there from Aussie?
Additionally, a reaward weight bias will also introduce delays into the reponse of the lateral acceleration and yawrate build-up which drivers interpretate in many different ways but understeer is one of them. My guess is that this is the reason why front tyres appear to be typically "oversized" for vehicles with large rear weight distributions - to increase front tyre cornering stiffness to try to mitigate these delays.
Regarding moving from Aus - it was pretty much the only option if I wanted to work in the automotive industry. I had zero contacts in Europe so it was a slow process to build up experience and contacts but it all seems to have worked out ok for me.
