How high the car is from the road, or to put it another way, how much movement you want to allow the suspension to have. Adjusting the front and rear settings independently will allow you to achieve a better balance to suit your driving style. A softer spring rate will let the vehicle pitch forward under braking and back under acceleration. Softer suspension also allows the vehicle to gain better grip on the loose surfaces.Īltering the spring rate affects the pitch of the vehicle also. This allows the suspension to absorb the impacts of the rough road surface preventing damage to the chassis of the vehicle. On gravel and mud surfaces a softer suspension is used. By reducing body roll the car is able to change direction quicker, allowing the driver to take corners at higher speeds. ![]() So, when competing on tarmac, the stiffest setting possible should be used to keep the body roll of the vehicle to a minimum. In general these should be increased and decreased in proportion to each other, unless the car lacks an anti-roll bar at one or other end.Īn overall stiffer car will have more grip on smooth surfaces because it will roll less. You should make the strength of the fast bump higher than your bump setting and make the speed activation setting high enough that the fast bump setting is not being used all the time.This obviously sets up how hard the car's springs are. What this adds is the capability to have an extra damping force applied when the wheel is moving very fast upwards (landing from a jump, for example, or on rough surfaces. "Fast" in this case is referring to vertical wheel speed, not the car's speed. Rebound damping should usually be set at around 2/3rds of bump.įast bump is needed for stages with lots of jumps with hard landings: your normal bump and rebound settings will contend with most of the track, but for those hard landings fast bump will kick in and save your suspension. However, you should avoid using too soft settings. Rebound settings are also very important as they affect the decompression of the damper. Anti-roll (sway bar) can also be applied stiffer in the front and looser in the rear. If you are oversteering you can reduce the damper in the rear/increase the damper in the front. ![]() Adjusting them on their own producing an effect similar to that of adjusting suspension stiffness, but where they're really effective is in tweaking the car's behaviour in transitions: turning into the corner and coming out. Harder suspension springs (look above) require stronger dampers. So, if your car is shaky or bouncy after bumps, you need to soften your dampers and/or suspension (springs), but if you set the value too low the damper will fail to absorb bumps within the road causing the bottom of the vehicle to hit the track surface. If you set the value of the dampers too high the car will have a tendency to bounce off the road. Increasing the absorption of the dampers will make the vehicle feel more rigid whilst decreasing this value will make the vehicle feel softer. Generally you should avoid to toe-out the rear wheels as this can make the car very unstable. When adjusting the rear toe angle it is wise to make small adjustments and then test the feel of the vehicle to see how it has affected it. Increasing the rear toe angle of the vehicle will have a more pronounced effect on the vehicle's handling. ![]() At the rear, a touch of toe-in can help tame an oversteering car. If the car's wandering over the road when you want it to go straight, try toeing the front wheels in. So, if you're having difficulty with turning the car into hairpins, toe-out on the front wheels can help. A slight toe in angle on the front wheels works inversely and will increase the steering response but may cause the vehicle to lose stability after turning into the corner. Most racing and rally cars run with a certain amount of negative camber.īy giving the front wheels a slight toe out angle it is possible to give the vehicle more stability after turning into a corner, however, you will lose some responsiveness in the steering. This is a good way of subtly affecting the understeer and oversteer characteristics of the vehicle and should avoid any drastic changes to the handling.Īlso, before you start your proper ride, test the manipulation's effects on the shakedown. If the settings are pushed too high, the vehicle's braking ability will be affected.ĭrivers can set up the front and rear camber separately to adjust how the vehicle behaves during cornering. This can be an advantage on tarmac stages where there is a lot of cornering involved. Increasing the negative camber settings on a rally vehicle allows it to use its tires more efficiently while cornering.
0 Comments
Leave a Reply. |
AuthorWrite something about yourself. No need to be fancy, just an overview. ArchivesCategories |