Effect of aggressive offset on performance
#26
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I agree absolutely with the autox comments, it only makes sense.
As far as stability and turn in, I'd imagine one could finesse damper stiffness/bias, sway bar stiffness, tire profile, and toe to allow for a crisp neutral turn in while maintaining high speed stability. Then again, maybe I'm just being overly optimistic
As far as stability and turn in, I'd imagine one could finesse damper stiffness/bias, sway bar stiffness, tire profile, and toe to allow for a crisp neutral turn in while maintaining high speed stability. Then again, maybe I'm just being overly optimistic
#27
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^I'm sure that's true, but if you could get good stability from a proper wheel choice, that would allow you to tune the other suspension parameters for maximum performance, as opposed to covering up an issue introduced by an sub-optimal wheel choice.
I went to a racing shock seminar once, and the presenter talked in terms of every parameter in your suspension having a optimum value from a performance perspective for any given set of conditions. Think of it as a XY graph, with the Y axis being, generically, performance, and the X axis being whatever it is you are adjusting (scrub radius, spring rate, shock valving, whatever). Your job, when setting the car up, is to stack all those graphs up on top of each other, whith each variable tweaked to reach it's individual max perfromance, so that the entire system delivers best perfromance, period. If you introduce a problem by setting some variable sub-optimimally, then you end up having to tweak other variables to cover that problem up, and the performance of the system as a whole falls off.
Of course, this is a conceptual model, not a real one, but it serves the purpose well enough. And, as others have stated, such optimizations only really matters if you are actually racing and your driving skills are a match for those you are racing against.
I went to a racing shock seminar once, and the presenter talked in terms of every parameter in your suspension having a optimum value from a performance perspective for any given set of conditions. Think of it as a XY graph, with the Y axis being, generically, performance, and the X axis being whatever it is you are adjusting (scrub radius, spring rate, shock valving, whatever). Your job, when setting the car up, is to stack all those graphs up on top of each other, whith each variable tweaked to reach it's individual max perfromance, so that the entire system delivers best perfromance, period. If you introduce a problem by setting some variable sub-optimimally, then you end up having to tweak other variables to cover that problem up, and the performance of the system as a whole falls off.
Of course, this is a conceptual model, not a real one, but it serves the purpose well enough. And, as others have stated, such optimizations only really matters if you are actually racing and your driving skills are a match for those you are racing against.
#31
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^I'm sure that's true, but if you could get good stability from a proper wheel choice, that would allow you to tune the other suspension parameters for maximum performance, as opposed to covering up an issue introduced by an sub-optimal wheel choice.
I went to a racing shock seminar once, and the presenter talked in terms of every parameter in your suspension having a optimum value from a performance perspective for any given set of conditions. Think of it as a XY graph, with the Y axis being, generically, performance, and the X axis being whatever it is you are adjusting (scrub radius, spring rate, shock valving, whatever). Your job, when setting the car up, is to stack all those graphs up on top of each other, whith each variable tweaked to reach it's individual max perfromance, so that the entire system delivers best perfromance, period. If you introduce a problem by setting some variable sub-optimimally, then you end up having to tweak other variables to cover that problem up, and the performance of the system as a whole falls off.
Of course, this is a conceptual model, not a real one, but it serves the purpose well enough. And, as others have stated, such optimizations only really matters if you are actually racing and your driving skills are a match for those you are racing against.
I went to a racing shock seminar once, and the presenter talked in terms of every parameter in your suspension having a optimum value from a performance perspective for any given set of conditions. Think of it as a XY graph, with the Y axis being, generically, performance, and the X axis being whatever it is you are adjusting (scrub radius, spring rate, shock valving, whatever). Your job, when setting the car up, is to stack all those graphs up on top of each other, whith each variable tweaked to reach it's individual max perfromance, so that the entire system delivers best perfromance, period. If you introduce a problem by setting some variable sub-optimimally, then you end up having to tweak other variables to cover that problem up, and the performance of the system as a whole falls off.
Of course, this is a conceptual model, not a real one, but it serves the purpose well enough. And, as others have stated, such optimizations only really matters if you are actually racing and your driving skills are a match for those you are racing against.
In the end you still can design a very good car, but each one has its compromises. And each one you build can get a little bit better as you tweak here and there.
Same thing goes for setting a car up. At one track with lots of sweeping and high speed corners may need one setup, where as in auto-x you need something that is more "point and shoot".
Basically, in the real world there is no one "optimal setup" for everything.
#36
i put my stock wheels on today for tomorrow's autox. (I thought about using the aggressive wheels for autox cause I was too lazy to switch wheels but i felt that setup would not be conducive to a quick, tight course.) Anyway, took it for a drive and the oem wheels make the car definitely feel quicker and lighter on it's feet. I'm glad i didn't sell the stockers.
Just wondering if the racers out there using conservative offsets in the 40s with wider tires notice any difference from the stockers. More steering effort just from the wider wheels and tires? What would be the happy medium?
Just wondering if the racers out there using conservative offsets in the 40s with wider tires notice any difference from the stockers. More steering effort just from the wider wheels and tires? What would be the happy medium?
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