Best explanation of anti dive i've ever seen. Many people like to explain it by drawing the IC and telling the theory, but this guy can actually visualize it clearly.
@5:00, fantastic question. Lower than RC, 'CoG' is achievable with low RC. Both ways you need positive camber, hence they are pretty much equal in forcing antiroll.
What about pitch center If I'm looking at the car from the side and made the same thing as when I'm getting the roll center I can get the pitch center and by maximizing the moment arm(the vertical distance between cg and pitch center) I can get more acceleration by load transfer for a Rear Wheel Drive Car. Am I right or ther is something missing ?
So from what i understand, the easiest way to make a car more precise in heavy turns is to lower it. (with common sense of course.) So you move the roll center closer to the center of gravity?
You move the center of gravity lower so the load transfer is minimized and the coefficient of friction between the two tires is maximized. That is one of the things you can do to make it better in turns, but you have to take other things into account like the roll center. If you lower the CG and it stays too near the height of the roll center, you could have too much jacking force, for example. You don't have to necessarily move the roll center. Moving it could have good or bad effects depending on how it's already located. I hope it might help you.
But when you lower a car the arm angles will usually lower the roll (or moment center) in relation to the center of gravity. So just lowering it is not the answer. Arm angles, spring and bar rates, anti dive, anti squat ect.
Yes, because if you lower a car you lower its roll center and that creates bump steer characteristic that gains more camber. Afterwards if you align camber at full suspension travel according to its previous neutral position, it never pulls more than what you started with. So, it will counteract oversteering throughout its suspension travel. What you reach is no unforeseen bump steer and coming out of oversteering on its own. You can drive full throttle, but you just lose traction. It won't drift.
Best explanation of anti dive i've ever seen. Many people like to explain it by drawing the IC and telling the theory, but this guy can actually visualize it clearly.
hey brother can you tell me how did he replace a point between contact patch and anti dive point by a single bar?
Can we have more videos from his classes? He is really a good teacher. Thank you for sharing with us.
@5:00, fantastic question. Lower than RC, 'CoG' is achievable with low RC. Both ways you need positive camber, hence they are pretty much equal in forcing antiroll.
What about pitch center
If I'm looking at the car from the side and made the same thing as when I'm getting the roll center I can get the pitch center and by maximizing the moment arm(the vertical distance between cg and pitch center) I can get more acceleration by load transfer for a Rear Wheel Drive Car.
Am I right or ther is something missing ?
great video! can someone link/upload the ppt used in the lecture it will be helpful for cross reference while studying this lecture
Great video! Is it a College class? What collge ?
Hey can you share this lecture slides as well
Great videos! Does anyone know the name of this professor?
22:46 motion ratio
So from what i understand, the easiest way to make a car more precise in heavy turns is to lower it. (with common sense of course.) So you move the roll center closer to the center of gravity?
You move the center of gravity lower so the load transfer is minimized and the coefficient of friction between the two tires is maximized. That is one of the things you can do to make it better in turns, but you have to take other things into account like the roll center. If you lower the CG and it stays too near the height of the roll center, you could have too much jacking force, for example. You don't have to necessarily move the roll center. Moving it could have good or bad effects depending on how it's already located. I hope it might help you.
But when you lower a car the arm angles will usually lower the roll (or moment center) in relation to the center of gravity. So just lowering it is not the answer. Arm angles, spring and bar rates, anti dive, anti squat ect.
Yes, because if you lower a car you lower its roll center and that creates bump steer characteristic that gains more camber. Afterwards if you align camber at full suspension travel according to its previous neutral position, it never pulls more than what you started with. So, it will counteract oversteering throughout its suspension travel. What you reach is no unforeseen bump steer and coming out of oversteering on its own. You can drive full throttle, but you just lose traction. It won't drift.