If the vehicle is correctly Corner Weighted the sum of the weights on wheels 1 & 4 will equal the sum of the weights on wheels 2 & 3. This diagram represents a stationary vehicle where the front wheels are 1 & 2.
#Cross weight oval racing driver#
Unfortunately I have yet to speak to a driver sitting in a car that never moves telling me "This car handles superbly!" So we have to look at what happens to a vehicle as it is moving: Whenever a car is corner weighted it is done statically on a set of scales (there are other methods). What are the physics of Corner Weighting? Incorrect crossweighting makes it impossible to dial out these characteristics. (If the car understeers in left hand corners but is fine in right hand corners, slackening the front ARB will make it fine in left handers but oversteer in right handers)Ĭorner Weighting allows the chassis tuner to dial out both understeer and oversteer and make the car handle the same way in all corners. However if it reacts differently in left and right hand corners then none of the corrections can be applied as they all act on the relevant axle as a whole. (A good example of this is adjusting the ARB's). If a car understeers/oversteers in both left AND right hand corners this is the ideal situation and is easy to solve by applying different understeer/oversteer corrections. This is an indication that the Corner weights of the vehicle are incorrect.
It is a common problem that a driver will complain to his pit crew that the vehicle handles fine in left handers but understeers/oversteers in right handers or vice versa. We, however do not live in an ideal world as a '7 type' car has the driver offset and moving components around to such an extent is often not viable.Ĭorner weighting will only re-distribute the proportion of the total mass the vehicle carries and can not physically 'move the mass' This is easy to acheive in a single seater where the driver sits centrally along the longditudinal axis of the car and components can be moved around the chassis to give perfect weight distribution. In an Ideal world we would have equal weight distributed between both front tyres and another equal weight distributed between both rear tyres, the difference between the weight over the front axle and the rear axle would give the front/rear weight split. Right, here goes I'll try to explain this as best as I can although it is usually easier to discuss in person than try to explain on a message Board! You can find more info about Faux Chicanes in the Lime Rock Track Notes as well.This is a copy of a post I put on another forum - to see the diagarms follow the link: Theoretically, all entries and exits should be "faux chicaned" but most straightaways are long enough to make the extra angle negligible. They would instead need to optimize the apexes of turn 1 and 2 together.Īs a final note, Faux Chicane is simply a shorthand term we use for a common situation when dealing with the physics of optimizing straights as discussed in Perfect Corner 2. If deceleration were needed as soon as steering passes over center at B, this would be an actual chicane and the driver would not optimize the exit of 1 to edge of the track at A. What makes this different from a true chicane is that deceleration for turn 2 does not begin until point C. In the illustration, the driver has "faux chicaned" the exit of turn 1 by still fully optimizing the exit to the edge of the track at A, but has continued to turn at the limit until point B when steering passes back over center and they drop below the limit. Faux Chicane is a term we use for a situation when a driver should still fully optimize a corner to the track edge, but either the entry or exit should not begin or end at that point.
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