Physics of Racing
ฝัง
- เผยแพร่เมื่อ 9 ก.พ. 2018
- Instagram: Physicsofracing
UBC Sports Car Club hosted lecture on the physics behind racing and car set-up. I will ultimately evolve this lecture into a multi-part series for online delivery.
Two short videos have been trimmed out of the lecture for copyright reasons. The impact on the content should be very minor. Links to the original videos are provided at the end of this intro.
Please sign up at physicsofracing.com/ if you'd like to be notified when the course offerings become available. I hope to be able to develop at least the first of these in 2022 - thanks for your patience. I hope to include many elements left out of this lecture, including some material on powertrain, engine tuning, aerodynamics etc.
In the meantime, I've created an IG account - Physicsofracing - to answer any questions people may have on car physics. If you have a question, tag me in your post and I will try to answer, or DM me with a question.
Please forgive any errors and usage of a broad range of material from the internet. If you have any comments or spot any errors, please do email me at andre@phas.ubc.ca and put "Physics of Racing" in the subject line. Thank you to all who provided material for this lecture, and special thanks to Ferrari for use of their Pilota Corsa slides.
Trimmed videos:
Sebastian Vettel 2017 Singapore pole lap
www.youtube.com/watch/RhM_04g...
Ari Ventanen near miss (at 2:03)
• "Oh Dear God" Ari Vata... - ยานยนต์และพาหนะ
I only absorbed around 20% of what he said but I managed to get 4secs off on racing simulators just by watching this. Awesome video.
good, focus on braking points. That's where noobs lose lots of time :)
This is literally the best lecture on racing physics I have ever seen. Thank you Sir.
@Vladimir Putin bruv where did you go bruv
Its the only lecture on racing physics you have seen lmao
@@datNERO17 ahahah you just saved me the trouble
@@zonghanlee776 qqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqq1qqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqqq
This is literally the most ad filled video on TH-cam. Every 3 minutes there are 8 minutes of ads. I have to skip shit so often I can’t watch this while I do something else.
I fell asleep while TH-cam was playing in the background and woke up into this🤯 thank you TH-cam gods 🙏
It's midnight on a friday and I am watching a lecture... I think this means this is pretty interesting to watch. Real good job sir. It's real fun listening your lecture :) Thank you
Same lol, 2 am and a beer and a joint. Very well invested Saturday imho
Same, one week later :)
1:30am Sunday for me
@@Deus_1 same lol saturday 1:50 am só Friday started lol
midnight on a friday for me aswell😂
I don’t know if I have ever seen somebody who knows the physics and knows the racing empirical knowledge so well. Great content
I know this is old but I would also like to add that he has the teaching skills to explain it in an easy to understand way
@@ZachBZera best teacher ever
Oh oh o go
@@muhammednoufal2972 de a se poate in JJ JJ watt JJ JJ JJ. John in
@@ZachBZera are going out for
I love this, the MR2 joke blew my mind.
26:05
@@decoduck man's doin god's work. Appreciated it
Maybe thats the name really came from🤔
MR2 actually stands for: Midship Roundabout 2
@@davidcito739 Wasn’t it Mid-engine Rear drive 2 seater?
Reporter: So why did you crash today?
Professor: I didn't have enough traction budget
This was an incredible experience. I just sim raced with a bunch of new friends to racing and I have no idea how to explain what I feel when driving. I’ve come up with vague concepts for it all but none of it made sense to them. This video was crazy because he was literally explaining everything I never knew had terminology for 😂
Dude a year or so later and I'm now seeing this video. Can't lie I wish you just sent me this because this is the first time I've understood the physics of racing lmao
I shit and piss @@TheATLTengu
As a physics major and a sim-racer I loved this. How have I not found this till now
This is pure gold for a car enthusiast/engineer like me. Gives me a much better understanding of what I should be doing on track. Thanks for the awesome lecture👊👊
Thank you for this. I can never find anyone in the car world (irl) who thinks about automotive engineering from a math perspective.
Amazingly dense and informative.
I doubt you were talking to automotive engineers then lol
Hard to find people with proper background. Everyone thinks they are the expert but sadly is it rarely the case.
bro no way you said no one thinks about engineering from a math perspective? lmao so dense
@@DizzyD2 i think he meant racing like driving in a math perspective
I was about to say I have the same issue but Im a automotive, mechanical and systems engineer lol
For someone who has been visiting tracks for years, this lecture has been a very educating. I was instantly able to relate with the practical driving techniques we have been taught. Amazing stuff..!!
I'm fascinated with how athletes intuitively discover physics efficiencies. The brain and nervous system are amazing partners.
For the Vettel onboard video it should be noted, that in F1 onboards they never show you how much percent of the maximum braking force is applied unlike for the accelaration, so they only show when braking is applied (I think because it is so crucial for laptime, the teams don’t want to show this metric to their opponents). This should become obvious if you listen to the rest of the lecture, but it still might cause some confusion, if you are not aware of this fact. In Le Mans broadcasting this year, they also showed how much braking is applied, which kind of suprised me.
At the F1 level you actually don`t know how much braking force you can apply- as it highly depends on the tire, surface, and temps. Also, the pedal is way more pressure-sensitive than position-sensitive. The way you can move the pedal is highly correlated with the way the caliper has to move the brake discs. The actual braking is dosed by the amount of force your leg puts on the pedal.
If you sign up for F1 on their website you get access to full live telemetry, including throttle and braking.
@@MrHaggyy all of what you are saying, including the fact that it’s dependant on pressure, applies to any car
@@maxlundquist yes it applies to any car but depending on the geometry of the hydraulics and how the brake booster works you can have more or less of it. My VW Golf has 3-4cm from light braking to looking up and it`s barely any force required to look them up. In Formula cars, you work with 1-2cm some even prefer no movement at all and the pedal force is equivalent to anything between 100-300kg.
@@MrHaggyy I was watching an interview the other day of a car journalist (?), who is not a small stature guy, got to drive an actual F1 car and when he sat in the seat they asked him to push the brake as hard as your life depends on it and the engineers said it was impressive that he achieved 70% brake force... F1 drivers are almost superhumans
The most in-depth, informative video on weight transfer I've ever seen. And I've been studying the craft for some time now.
Thanks mate, much appreciated. Will allow me to dial out some minor issues.
Excellent video, make me remember my college days. Im a mechanical engineer and participate on amateur track time events and tune my own cars. No matter if the person go into racing or not, but it helps to avoid car accidents for daily drivers.
My entire vehicle performance module in an hour and a half. Amazing lecture
I ride sport-bikes, and I found this interesting. About 5 years ago, I started trail braking, it compresses the forks, shortens the wheelbase and helps the bike turn. I also ride snowmobiles which are three point vehicles and no front brakes, but non the less, I enjoyed learning from the video, thank you!
Thank you so very much for this! Having been dropped out of high school,my mathematics limits me from further understanding of how to properly balance and setting up my vehicle for racing and cornering. This where stuff learned in school can be really useful and applied to the real world. I will be bookmarking this video and watching it over and over again. Thank you again Sir Marziali for this wonderful video! 👌👍👍
isefull only if you like racing and i think its not the most usefull thing
@@jorgesanchis5477 Understanding the traction circle and the way grip works is absolutely useful in every day life if you drive a car or ride a motorcycle. Perhaps unintuitively, being a good racing driver will make you better at driving normally.
Excellent lecture! Thank you so much for recording this.
24:40 the yaw axis completely depends on the suspension geometry, and most times it pivots near the rear axle, not the center of the car.
Excellent point! I wonder whether the "static" yaw axis (meaning the point the car pivots around in tight turns at parking lot speeds with virtually no slip angle) is the same as the effective yaw axis in a turn where there is slip in the front and rear tires. Presumably, with low front slip angle and high rear slip angle, the yaw axis would move forward. I'm really not sure what this looks like during turn-in when yaw moment is most important.
I'll have to think carefully about this. Thanks for bringing it up!
This was incredible, needed so much! We need more people passionate in racing.
Wish i have a teacher like this....
this helped me a lot trying to understand weight loads and relative angular moment understeer, honestly I can't thank you enough, this is a pure gold mine! I will be recommending this video for sure
Great content in this lecture, but I have to pull you up on one thing (just to be picky because I teach this stuff too). There is a common misconception that "pitching forward" is creating the longitudinal weight force (or rolling is causing the lateral weight transfer), and at 33:33 you mention the front springs "generating a force" to balance the moment. Actually it's the tyre contact that generates this reaction force, nothing directly to do with the springs. The springs are just the messenger as they transmit the elastic component of that weight transfer. For those that don't believe this, imagine a car with the springs replaced with a block steel... the weight transfer happens (very almost) exactly the same, but there is no spring to "generate a force", nor to allow any "pitching forward". This is sort of like how a racing kart works, where the only spring is the tyre, but there is still plenty of weight transfer happening.
Thanks! You're right of course - I was simplifying to some extent to keep the discussion short. Yes, indeed the reaction force is generated at the contact patch of the tire, and transmitted to the chassis of the car through the suspension members and through the springs (or just the suspension members in the case of a kart). Interestingly, it is not necessarily true that the entire normal force at the tire be transmitted through the spring, as the various suspension angles may cause some of it to transmit directly through the control arms. Caster angle can also increase the force applied to the springs, so the relationship between the compression force at the spring and the normal force at the tire is complex. What I calculate (approximately) is indeed the normal force at the tire, which is related to the spring force by geometry in the steady state regime. The dynamic regime (where the dampers play a role) is also really interesting, though out of the scope of that lecture. For me, the real point of that discussion (and personal epiphany) was that the CG height has a strong impact on the degree to which a car will feel trail-braking effects.
I'll be revisiting all this in my new lectures whenever I manage to get those recorded - hopefully in the next few months.
@@Andremarziali Yes, another way of looking at it is that if the pitch center and COG were coincident there would be no spring compression, but still weight transfer. Anyway I really enjoy your intuitive approach based on physics knowledge and driving experience, and have learned a couple things. I'm still not going to roof chop my M3 though :-)
@@Andremarziali Your explanation made me realize why trail braking is such a strong effect in motorcycle racing, they have a much higher CG as a proportion of the wheelbase. The understeer effect is also very strong when applying throttle though it can be greatly tuned by adjusting the rear swingarm angle in order to work with or against the the rear spring. I think that works by altering the CG but the relationship is not clear to me yet. Must learn more.
This randomly got recommended to me, I'm glad I watched, I was able to instantly apply some of theory and achieve consistent, faster, cleaner lap times.
Finally found videos about topics that really worth every single second. Thank you Andre!!!
Thank you very much... It was lucky that I came across a lecture like this. It was mindblowing to expand my views on physics of racing...
This was a phenomenal lecture. Thank you for sharing it
Hey Mike ! What a pleasant surprise to see you here !
@@thebreach4650 hey hey! It’s an invaluable lecture for a sim racer like me!
Cornering with the best of them after this. Thanks Andre! Best of luck with your racing!
This was insanely educational and helpful. I've done auto-cross once and been sim-racing for years, and I recently started regularly attending HPDE events, and I learned so much about tires and setup from this. Thank you.
This is a must watch, applying these concepts on the track and the backroads. *QUALITY*
Part of the reason I love racing so much is because of all the science, physics and engineering that goes into the sport. Thanks for sharing this lecture! 👏🏼👏🏼
If only more people would take the time to understand the physics of driving a car. So many accidents could be avoided.
It's crazy how the basics aren't taught more in driving school. You would expect operating a 1.5 ton machine would require more technical knowledge than "speed bad, slow good". Now everyone blames speed when a high performance car crashes on a straight. No bro these cars have high performance brakes as well, the dude just can't drive. Not saying speeding is good on public roads but somehow people get into accidents at low speeds as well so something is missing.
One of the best videos on both racing and physics I've ever come across. I've learned so much in this lecture. I mean, wow. Thank you.
Absolutely packed! great lecture sir, much appreciated. Can't wait for the formal course :)
At 53:00 weight transfer in a corner is not "vertical load" on a tire as your table shows. Vertical loading (from downforce )of a tire generally gives more grip with more downforce, this is good. When a tire is near the limit of grip in a corner, adding stiffer spring on that tire adds more "lateral loading" (not vertical load as the table shows) that reduces max grip (slip angle is now excessive for that tire) (BTW, I have that "tune to win" book). Good video, thanks for sharing. Best book ever for my 4 decades of racing, "the soft science of road racing motorcycles", only $5 used, it teaches high speed thought, let that sink in for a moment. Motorcycles require keeping track of 5 things at once, where a car is only two, this makes it simple to use the books technique for cars, it has helped me win many many races by being consistently quick lap after lap.
Reinforcement of my statement, you want vertical force and not lateral force. Drag racing wants all the force vertical they can get, a perfect wheelie transferring all the weight to the rears. TF is not 11,000 HP and the rear wing can be setup to generate 8000 lbs of down force, why, more traction.
I don't know how to speak or interpret physics, but the small racing experience I do have became my translator. What an AMAZING lecture and thank you for putting it on TH-cam
Thank you for sharing your knowledge and time! Subscribed to your instagram as well! This is incredibly helpful for many of us out there!
I've never seen an individual with such an intrinsic grasp of fundamental physics and racing applications. Why you recommend this to me 5 years late TH-cam?!
NICE!! Plenty of infos for simulation building. The information contained in this lecture is so hard to find on the internet.
The best lecture I've ever listened to. Chapeau bas.
Great lecture for on-road/street/auto-x racing. Would like to see something similar for offroad racing.
Just how complex set up can be in sim racing games. I more than appreciate the complexity of racing and tuning cars in real life. It’s just amazing.
@Andre Marziali - thank you for this wonderfully informative lecture. I have my first drive in a couple of days time of my 488 Challenge Evo and thanks to your lecture, I am now only 95% crapping my pants! Great stuff 😊
Fantastic! You'll love it. My friend with the 488C Challenge is also upgrading to the Evo package soon I think. Can't wait to try it. Just brake in a straight line!! These cars are super sensitive to trailbraking😅
@@Andremarziali thanks! All advice welcome!
@@skulle it was sensational. What a car! Once the heat gets into the slicks, the level of grip is phenomenal! Braking is outstanding too, although perhaps a little contrary to @Andre Marziali’s advice, I was able to trail brake effectively right into several corners. Nevertheless, it was really important to get on them really hard before initiating a turn.
Here’s a snippet of the day…
th-cam.com/video/mxT4BasEHjo/w-d-xo.html
@@skulle haha - that definitely helps! Keep studying, mate 😊👍🏻
I've been searching for something of this quality for the Physics of skateboarding lol. Awesome video!
Wow! I am not a race driver (not because I do not want to) but since I started playing F1 in PlayStation my interest to learn more about the physics of racing has not done but increasing and increasing. I really enjoyed your lecture and I am hungry for more...
Cool! Can you suggest any idea other sources like this.Gems like this are hard to come by , I also want to learn Vehicle Dynamics in an intuitive and fun way rather than a bunch of derivations.
As someone who already knows a lot of the physics, there were some important insights here that I hadn't ever considered, especially about the transitional stage where you're trail braking and releasing the brake.
It had never occurred to me that because the front springs are still compressed as you release the brake, you're still benefiting from the increased front traction and the lack of braking. That's why that instant of release creates such a strong turn-in, and it's really important in off-road racing where understeer is a big problem. Getting the timing of that brake release right is how you get the Scandinavian flick to work as well.
I'd love to see an expert discuss the specific issues as they apply to off-road racing. There are a lot of questions I have particularly about spinning tyres and side bite on a loose surface. Contrary to tarmac racing, sliding is much faster on loose surfaces.
We need your knowledge for sim racing
I just dropped out of college and now this guy makes me want to go back just for his classes
This has taught me more about what i am doing subconsciously without knowing what I am actually doing and this makes me want to go back to school even more now because I miss this type of stuff
An outstanding gift to those of us who can't speak engineering. There were plenty of references which I could relate to not summarised in Greek letters. Thank you
This is great! Thank you for posting.
TH-cam algo at 2am:
You should watch this.
Me:
Thank you Sir for making this master class available to humanity!
Thank you for explaining the difference between the actual equation for friction and the simplified equation for friction you first learn about in physics.
Great video Sir. Thankyou so much for sharing knoweledge with us.
Something that helped me understand trail braking with driving was literally a string, attached a string to my Sim rig and the brake (you can do this with the accelerator as well) either the string in place you can't trun the wheel past a limit of brakes/can't brake past a angel of the steering wheel. Was watching a documentary on how architects would make a model of a roof and then attach string to find the optimal arch for columns and thought it would work for driving.
Woah Clever
Do you have a link to the documentary?
@@chaseharrison2064 um no but I could look for it, it was on national geographic channel.
@@Tycy2014 If it's not too much trouble I'd be interested.
That's exactly what performance driving coaches say too. It's not a literal string, but if you imagine a string between the wheel (where you hold it) and the pedals you can start to learn how to balance those inputs. After all, there's only those three basic inputs we can give the car to make it do everything we want - steering angle, throttle percentage and brake pressure.
The most fascination thing about this is just how much of this the drivers learn by experience and feel alone. Its like a baseball player throwing a ball, they might understand some of the physics of what they are doing and the cause and effect of their inputs, but many have no idea the technical aspect of what is going on, they simply feel math and data on a subconscious level and its simply amazing!
I assure you, The best of the best drivers know this.
this would be the coolest class to take
I'm going to think about these things when I drive now. Thanks for the power.
This will be my go-to guide for tuning in Gran Turismo 7!
I have no idea regarding engineering or mathematics. But I love cars and I find this lecture so damn interesting. Thank you for sharing this!
Great video, loved the experience mixed with the math, cant argue with either and together its just knowledge.
what a beautiful lecture!
I'm an automotive engineering student in Modena and I don't know why you aren't my professor yet ! Please come here and teach us some lessons, that would be absolutely awesome!
I'd love to! I can lecture in Italian too ;) I'm seriously working on putting a set of lectures together that would make a nice short course at the university level. Happy to do some as guest lectures if there's interest.
@@Andremarziali parli italiano? ancora meglio! if you really would be forward to do this, i can ask my professors to see if it's possible to do something! i'd seriously do anything i can to make this happen
@@_entrxpy Si! Non molto bene, ma parlo Italiano - sono Bergamasco. Feel free to email me if there's interest. I may be in Europe this summer for some racing so maybe something could work out. andre@phas.ubc.ca
Thanks a lot !! Just like you said in the beginning, its nothing I did not know (since I am a mechanical engineeering student), but the way your organize all the information makes it very clear and logical. Thank you again !
I modified my Camry subtly (looks stock) to make it handle very well. It was funny going flat through a corner at 80 mph to freak some tailgater out and cause them to retreat. Lol
'and with wreckless use of an angle grinder, ive removed about 1000 pounds, from the car' lmfao im gonna love this
this video is awesome im going to watch it at least twice... plus rewinds
An amazing and informative video. Thank you!
1:31:56 As soon as you said "cattle grid", I immediately knew you just showed them a clip of Ari Vatanen scaring the shit out of his copilot.
This was an awesome presentation. Thankyou!
Came as a car guy, left as a scientist.
this man helped me shave off 2 seconds off my PB on barain
best video ive seen, period
this is awesome, thanks dude!
Please sign up at physicsofracing.com/ if you'd like to be notified when the formal course offerings become available. These have been greatly delayed from what I was hoping for, but still in the works. I'll send emails to everyone registered on the website when new content becomes available.
It's almost summer 2022, I signed up though hopefully by the time it comes out I'll have some money to spend.
@@kevinm.n.5158 sorry it's taken so long - I did end up getting distracted by things ramping up in my day job. The good news is when I do get to making it, I'll likely release it bit by bit to TH-cam for free.
I raced karts at a pretty high level in Australia in one of the most competitive eras from the age of 10 to 18 and have been involved in the sport my whole life 36 years and follow most forms of motorsport like its my form of religion, And I loved every minute of this lecture to the point where i actually hope you will do more of them.
I highly recommend anybody who is either starting out as a driver or an engineer even just a pit crew to watch this video.
You are 100% correct with everything that you explained and totally agree with your comment on how certain areas of car setup is a highly debated topic.
The 2 things i thought were and think are the 2 most important things every driver needs to make it the first thing they learn is how to get a race car around a corner, and it's my golden rule, SLOW IN FAST OUT, optimize your exit, even if you have to sacrafice to achieve it.
the other is in regards to setup, like you might have a understeer, 90% of begineers will only make changes to the front end to try and fix it, and they solve the understeer problem but have created 5 new issues in the cars handling, where if they made 1 tiny change to the rear of the car it could have fixed the issue without creating more problems'
In regards to spring rates and how you run very stiff springs and you wanted to hear reasons why shofter springs work, the softer spring is used to produce a better tyre life over a longer duration, a stiffer spring will produce a better overall lap time over 3-4 laps, where as a softer spring will not be as fast but will produce a better overall averaga lap time over a race distance of 30 laps.
Thanks for doing this video, i enjoyed every minute of it
I wish lectures are like this when I go to uni, I love this typa lectures
This is sooo goooood. Thank you sir.
This lecture was awesome and impeccable.
Wonderful, thank you!
Great lesson. Very good teatching, i major in music and i could get most of it, so thanks!
went to sleep and some how woke up on here ... im not mad this was gold lol
As a racer there are a few points that I would like to add
1. Tuning is the most important aspect. There is not one solution for all cars and it is important to strike a balance between car performance, driving style, car geometry and setup parameters.
2. In general adding more string or more anti-roll bar will reduce overall grip. Adding spring and bar can bring faster lap time due to improved transient response of the car, however they reduce the overall grip of the car. Use sting and bar as a way to solve an on-track issue, they are a reactive measure.
3. "Maximize Caster" is not something that would be recommended in general. On road cars with limited or no adjustment and in stock autocross classes maybe you could say this but in general I would not. Clearly 20 or 30 degrees of caster is too much. In general it is recommended to match caster with king-pin angle on McPherson strut cars. An important note is that king-pin angle creates positive camber gain on both wheels with turn in. Balancing king-pin with castor can keep your camber constant across a larger range of steering angles
4. Dynamic camber is important to consider as well. As the suspension travels the camber will change due to the geometry of the suspension. In general it is recommended that suspension is designed to have some camber loss with bump, this should be balanced with the roll rate of the car so the effective camber to the road surface stays constant under cornering forces.
5. Lowering the car is every effective as mentioned but care needs to be taken as to to not significantly impact suspension geometry. Chopping springs can lower a car, however if done too much it can cause downward sloping lower arms and this causes camber gain wit h body roll(bad).
6. Taking weight out of the car only helps. This includes off your person. For a lot of use it might be easier to take 20lb of our body vs 20lb of the car.
A great resource is the book "Tune to Win" by Carroll Smith also there is the MotoIG Guide to Suspension and Handling.
Rear toe out is bad is the truth! I experienced it once after trying to do alignment myself on a corvette. Did an autocross run and it was BANANAS, like I had to abort. Rear of car just wanted to dart around all over the place. Went back to park in grid, eyeballed the toe adjustment back to 0-ish and suddenly it was fine.
I'm buying a 1997 camero z28, and have been thinking of going to amature track (aside from genuinely loving racing, also to make sure I don't end up speeding, and get to release that energy somewhere, lol), and this really helps me to understand alot more what kind of physics sit behind my experiences. Thankyou for posting this so much!
I loved the old MR2. Think I saw it on the street once or twice in my life.
Some nice insights.
Now this is a seminar i'd love to join
excellent explanation of the mechanics
hello from Brazil and, thank you very much for your lecture. 🤩
The only lecture i will pay attention until the end😂
I'd like to imagine the parking lot for the lecture building being a car meet
Great video! With respect to the interaction of camber with caster during steering, I think (e.g. not 100% sure) that you have to model the KPI (king pin inclination angle) effect.
Amazing video!
Very good job. Most of it was a review for me but i learned a few things in regards to car setup. I am Engineer whom loves physics and math so i found it very enjoyable. My race car experience is a handful of autocross tracks and the Gran Turismo video game. You referenced Carroll Smiths book "Tune to Win" at 53:51. His books (Drive, Tune & Engineer) to Win are excellent too.
Around 20:00 when he's talking about braking... I'd have a slight disagreement here. Usually, it's much more important to time braking correctly than to quickly move from the accelerator to the brakes. Someone might spend 0.25 seconds coasting every time the go from the accelerator to the brake, but if they are braking at the exact right time every time, then that's much more important. If you can instantly transition from gas to brakes but you brake 0.05 seconds too late, you'll lose much more time. You can lose way more time with mistimed brakes than with slow brake transition. That said, if you're in autocross, you're constantly doing the transition so you need to be good at both. If you're on a track, the transition doesn't matter as much.
Thank you for putting the missing clips in the description, I was quite confused XD