Adjusting your toe settings just right will allow you to fine-tune your car’s handling in a way that wasn’t possible before. So a ride height adjustment to your race car, or a roll centre geometry change is a very valid tuning device. This is because the combined grip of the rear tyres (which are locked together by the axle, and unable to rotate at different speeds) would simply push the front wheels straight ahead. If you’ve spent any time drifting, you’ll know that once you initiate a drift, you’re going to need to countersteer. A lot of this comes down to driver preference though. This is the quick and dirty version. Depending on the drive line layout and the other components on the car, it can be difficult to achieve equal weights, as there are certain design limitation: Firstly, what is Camber, Castor, Toe-in/Toe-out etc. The first thing you’ll notice is that scrub radius increases steering weight when the car is stationary. Having some amount of stored energy in your front shocks and springs is key. Here’s a list of everything that can go wrong if your car’s suspension geometry is not set up correctly: Suspension geometry plays a vital role when it comes to designing the ride and handling of a car. As more weight transfers, the rear will squat. This technique is old, but tried and true. Every car has a center of gravity. Welcome to the Regal Autosport. Currently, the complete four wheel geometry adjustment system is only available at selected branches. I try every setup always and yours are just milky. The interaction between the geometric variables of your suspension system becomes 10x more important when you move from a static environment like being still in a parking lot, to a dynamic environment like turning or driving over speed bumps. How a car steers is the first thing most people think about when we mention handling. Rubberized backing with black finished ed Front toe-in helps out with straight line stability but it slows down the steering response. VRCE fine tunes your existing baseline setup to get the most out of the car… fast. With bad geometry, even the stickiest tires paired with the best suspension system in the world won’t help — your car will still drive like crap. Cars with a low center of gravity feel like they’re planted to the pavement while those with a higher center of gravity feel less stable. It severely impacts how your car’s steering feels. Some drifters love this quality, others find it intrusive. Negative toe is the opposite, as show in these images. Negative scrub radius in the same situation will cause the vehicle to swerve towards the side where there’s less traction. However, if the centerline of your tire is laterally offset/away from that point, the tire is going to have to “scrub” through a small patch on the road. Friendly staff and the cars in the garage say it all. You’ve definitely experienced body roll while turning, suspension dive (being pushed forward) when braking, and suspension squat (being pushed into your seat) under hard acceleration. Telltale signs include simple but expensive problems like uneven tire wear — and that’s if you’re lucky. Prematurely worn out suspension components, Unpredictable understeer and oversteer characteristics, Unresponsive or overly responsive steering feedback, Lowering springs that don’t match your OEM dampers, Lowering your ride height a little more than you should, Measured Longitudinally (side view) = Caster Angle, Measured Laterally (front view) = Scrub Radius. Dodger1; 1 Link to post Share on other sites. The whole point of having good geometry is to extract the most amount of grip and control out of your tires in all possible conditions. Your email address will not be published. In simpler words, it’s like a balance point at which the entire weight of the car is evenly displaced. Optimal Diffuser Design for Formula SAE Race Car Using an Innovative Geometry Buildup and CFD Simulation Setup with On-Track Testing Correlation April 2012 DOI: 10.4271/2012-01-1169 When it comes to drifting, a steering lock is essential for the driver to be able to control the slip angle without spinning out. 305 & 360 Sprint Car Setup Guide. or . It can help an RWD car to throttle out of a corner much harder and sooner. Each car needs to be evaluated for where it is to be raced and then set correctly. Race car setup tuning couldn’t be easier. Call Sheane Cars if you want to discuss the nuances of suspension geometry. Remember that every action has a reaction — it’s all about knowing what to change, and by how much. You’ll probably want less toe-in at the rear. Put them together and you have suspension geometry. Whenever your car goes through a corner, due to inertia, it’s body rolls towards the outside of the corner if you turn left, the body rolls towards the right and vice versa. At Regal Autosport we are specialists in European Performance vehicles from the likes of BMW, AMG, Porsche, Volkswagen, Audi and many others. If you were to spin out unintentionally or initiate a drift, you’ll find that the caster angle tries to stabilize the car by itself, without the need for any steering input. As a trade-off, a suspension system with a high anti-dive setup with be less able to absorb rough terrain under hard braking as is required by rally cars and short course trucks. Even a small change can directly impact your camber and caster and even the entire geometry of your suspension. Your front suspension setup must allow for 30% to 35% sag when the car is stationary. This is why the wheels will follow the direction of your chair. So, if you’re making any suspension related modifications to your car, it’s important to be mindful of the changes they’re going to bring about. 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