Corner Balance, Idiot check of percentages... |
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Corner Balance, Idiot check of percentages... |
yeahmag |
Feb 18 2014, 04:44 PM
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#1
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Advanced Member Group: Members Posts: 2,423 Joined: 18-April 05 From: Pasadena, CA Member No.: 3,946 Region Association: Southern California |
I'm getting very close to aligning and corner weighting the car. What sort of percentages should i be looking for in cross and front to rear? I would guess 50% cross with me in it and closer to 45% front/55% rear.
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stimpyvan |
Feb 27 2014, 09:45 PM
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#2
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Newbie Group: Members Posts: 17 Joined: 26-February 14 From: Seattle Member No.: 17,040 Region Association: None |
Just out of curiosity, why not 50/50? Is everybody dead set against adding ballast?
Van |
J P Stein |
Feb 28 2014, 07:29 AM
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#3
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Irrelevant old fart Group: Members Posts: 8,797 Joined: 30-December 02 From: Vancouver, WA Member No.: 45 Region Association: None |
Just out of curiosity, why not 50/50? Is everybody dead set against adding ballast? Van After busting my chops REDUCING weight, it pained me to add ballast to make class minimum. Adding weight for any reason beyond class requirements is an anathema. Shifting weight to get ( let's say ) side to side balance is SOP. Personally, I like a rearward weight bias percentage in the mid to high 50s. spending a lot of time fooling around with corner weights becomes moot under most non-static activities...makes ya feel good, tho. Note tires contact. Care to guess the percentage of car weigh on that left rear? |
stimpyvan |
Feb 28 2014, 09:15 AM
Post
#4
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Newbie Group: Members Posts: 17 Joined: 26-February 14 From: Seattle Member No.: 17,040 Region Association: None |
Just out of curiosity, why not 50/50? Is everybody dead set against adding ballast? Van After busting my chops REDUCING weight, it pained me to add ballast to make class minimum. Adding weight for any reason beyond class requirements is an anathema. Shifting weight to get ( let's say ) side to side balance is SOP. Personally, I like a rearward weight bias percentage in the mid to high 50s. spending a lot of time fooling around with corner weights becomes moot under most non-static activities...makes ya feel good, tho. Note tires contact. Care to guess the percentage of car weigh on that left rear? We had to add about 80 Lbs of ballast to our RX7 to get to 25/25/25/25. I wasn't wild about adding the weight, but without it the car felt as though it was trying to kill you in every corner (the transition from understeer to oversteer was very abrupt) and 90 minutes of that was very fatiguing. We had already done everything we could to eliminate/transfer weight. I haven't driven a 914 in about 25 years and I can't remember what the handling was like. Is the preference for a slightly rear weight bias because of the open diff? What wheels are on the back of that car? Thanks! |
J P Stein |
Mar 1 2014, 03:38 AM
Post
#5
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Irrelevant old fart Group: Members Posts: 8,797 Joined: 30-December 02 From: Vancouver, WA Member No.: 45 Region Association: None |
We had to add about 80 Lbs of ballast to our RX7 to get to 25/25/25/25. I wasn't wild about adding the weight, but without it the car felt as though it was trying to kill you in every corner (the transition from understeer to oversteer was very abrupt) and 90 minutes of that was very fatiguing. We had already done everything we could to eliminate/transfer weight. I haven't driven a 914 in about 25 years and I can't remember what the handling was like. Is the preference for a slightly rear weight bias because of the open diff? What wheels are on the back of that car? Thanks! Just my.02 based on what you've written. Suspension set up is the place to cure an unwanted transision. Consistent handling be it slight understeer or oversteer with no transitions is ideal.I've not heard of any design flaw in the RX7 that would cause this (such as is the case in the 911). Class rules may preclude taking the steps necessary,( limits on allowable suspension mods, tires, whatever.) however. I have heard of guys building in a transision using progessive springs tho. Anything to avoid adding weight. The only dishonest feature of the 914's handlingis the snap oversteer that comes when messing with the absolute limit.....there is no warning, it just goes and there is no catching it unless one is readyfor it, It takes a lot of butt time in the car to know when you're on that edge.....even then it will "gotcha" occasionally. The rear wheels were made by Monocoque....now defunct. 10 X 16 and 11 lbs each. 22,5 X 10 Hoosier R35 slicks. I was fooln' with rear tire pressures & got em' a bit low. They were OK at 20 psi...but not at 18. (IMG:style_emoticons/default/biggrin.gif) Damn near ran the tire off the rim (IMG:style_emoticons/default/blink.gif) .....didn't go there no mo. The rear bias helps with traction. TB diff in place. Helps the car rotate controlably in the tight suff at AX. |
Randal |
Mar 1 2014, 11:18 AM
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#6
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Advanced Member Group: Members Posts: 4,446 Joined: 29-May 03 From: Los Altos, CA Member No.: 750 |
We had to add about 80 Lbs of ballast to our RX7 to get to 25/25/25/25. I wasn't wild about adding the weight, but without it the car felt as though it was trying to kill you in every corner (the transition from understeer to oversteer was very abrupt) and 90 minutes of that was very fatiguing. We had already done everything we could to eliminate/transfer weight. I haven't driven a 914 in about 25 years and I can't remember what the handling was like. Is the preference for a slightly rear weight bias because of the open diff? What wheels are on the back of that car? Thanks! Just my.02 based on what you've written. Suspension set up is the place to cure an unwanted transision. Consistent handling be it slight understeer or oversteer with no transitions is ideal.I've not heard of any design flaw in the RX7 that would cause this (such as is the case in the 911). Class rules may preclude taking the steps necessary,( limits on allowable suspension mods, tires, whatever.) however. I have heard of guys building in a transision using progessive springs tho. Anything to avoid adding weight. The only dishonest feature of the 914's handlingis the snap oversteer that comes when messing with the absolute limit.....there is no warning, it just goes and there is no catching it unless one is readyfor it, It takes a lot of butt time in the car to know when you're on that edge.....even then it will "gotcha" occasionally. The rear wheels were made by Monocoque....now defunct. 10 X 16 and 11 lbs each. 22,5 X 10 Hoosier R35 slicks. I was fooln' with rear tire pressures & got em' a bit low. They were OK at 20 psi...but not at 18. (IMG:style_emoticons/default/biggrin.gif) Damn near ran the tire off the rim (IMG:style_emoticons/default/blink.gif) .....didn't go there no mo. The rear bias helps with traction. TB diff in place. Helps the car rotate controlably in the tight suff at AX. JP said: The only dishonest feature of the 914's handlingis the snap oversteer that comes when messing with the absolute limit.....there is no warning, it just goes and there is no catching it unless one is readyfor it, It takes a lot of butt time in the car to know when you're on that edge.....even then it will "gotcha" occasionally. I believe you can dial this out with balance and wheel and tire combination. (IMG:style_emoticons/default/biggrin.gif) Right, and TB diffs make a huge difference as well. |
Woody |
Mar 1 2014, 12:38 PM
Post
#7
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Sandbox Rabblerouser and head toilet scrubber Group: Members Posts: 3,858 Joined: 28-December 10 From: San Antonio Texas Member No.: 12,530 Region Association: Southwest Region |
We had to add about 80 Lbs of ballast to our RX7 to get to 25/25/25/25. I wasn't wild about adding the weight, but without it the car felt as though it was trying to kill you in every corner (the transition from understeer to oversteer was very abrupt) and 90 minutes of that was very fatiguing. We had already done everything we could to eliminate/transfer weight. I haven't driven a 914 in about 25 years and I can't remember what the handling was like. Is the preference for a slightly rear weight bias because of the open diff? What wheels are on the back of that car? Thanks! Just my.02 based on what you've written. Suspension set up is the place to cure an unwanted transision. Consistent handling be it slight understeer or oversteer with no transitions is ideal.I've not heard of any design flaw in the RX7 that would cause this (such as is the case in the 911). Class rules may preclude taking the steps necessary,( limits on allowable suspension mods, tires, whatever.) however. I have heard of guys building in a transision using progessive springs tho. Anything to avoid adding weight. The only dishonest feature of the 914's handlingis the snap oversteer that comes when messing with the absolute limit.....there is no warning, it just goes and there is no catching it unless one is readyfor it, It takes a lot of butt time in the car to know when you're on that edge.....even then it will "gotcha" occasionally. The rear wheels were made by Monocoque....now defunct. 10 X 16 and 11 lbs each. 22,5 X 10 Hoosier R35 slicks. I was fooln' with rear tire pressures & got em' a bit low. They were OK at 20 psi...but not at 18. (IMG:style_emoticons/default/biggrin.gif) Damn near ran the tire off the rim (IMG:style_emoticons/default/blink.gif) .....didn't go there no mo. The rear bias helps with traction. TB diff in place. Helps the car rotate controlably in the tight suff at AX. JP said: The only dishonest feature of the 914's handlingis the snap oversteer that comes when messing with the absolute limit.....there is no warning, it just goes and there is no catching it unless one is readyfor it, It takes a lot of butt time in the car to know when you're on that edge.....even then it will "gotcha" occasionally. I believe you can dial this out with balance and wheel and tire combination. (IMG:style_emoticons/default/biggrin.gif) Right, and TB diffs make a huge difference as well. I used to have a very unpredictable snap oversteer problem with my car when I was running a square setup. When I went to the 205/225 Hankooks the problem lessened. With my current setup of 225/275 A6s the problem is non existant. I have the car set up just a tad loose in the rear because thats how I like it. If you go to hot into a corner the car will let you know and the back end will start to come around but it is easily caught. Same with corner exit, the backend will start to come around and is easily caught with a quick jab of the wheel. Mid corner is neutral. I am not running a LSD yet either. I need to because it will spin up the inside tire on corner exit. |
Randal |
Mar 1 2014, 02:14 PM
Post
#8
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Advanced Member Group: Members Posts: 4,446 Joined: 29-May 03 From: Los Altos, CA Member No.: 750 |
We had to add about 80 Lbs of ballast to our RX7 to get to 25/25/25/25. I wasn't wild about adding the weight, but without it the car felt as though it was trying to kill you in every corner (the transition from understeer to oversteer was very abrupt) and 90 minutes of that was very fatiguing. We had already done everything we could to eliminate/transfer weight. I haven't driven a 914 in about 25 years and I can't remember what the handling was like. Is the preference for a slightly rear weight bias because of the open diff? What wheels are on the back of that car? Thanks! Just my.02 based on what you've written. Suspension set up is the place to cure an unwanted transision. Consistent handling be it slight understeer or oversteer with no transitions is ideal.I've not heard of any design flaw in the RX7 that would cause this (such as is the case in the 911). Class rules may preclude taking the steps necessary,( limits on allowable suspension mods, tires, whatever.) however. I have heard of guys building in a transision using progessive springs tho. Anything to avoid adding weight. The only dishonest feature of the 914's handlingis the snap oversteer that comes when messing with the absolute limit.....there is no warning, it just goes and there is no catching it unless one is readyfor it, It takes a lot of butt time in the car to know when you're on that edge.....even then it will "gotcha" occasionally. The rear wheels were made by Monocoque....now defunct. 10 X 16 and 11 lbs each. 22,5 X 10 Hoosier R35 slicks. I was fooln' with rear tire pressures & got em' a bit low. They were OK at 20 psi...but not at 18. (IMG:style_emoticons/default/biggrin.gif) Damn near ran the tire off the rim (IMG:style_emoticons/default/blink.gif) .....didn't go there no mo. The rear bias helps with traction. TB diff in place. Helps the car rotate controlably in the tight suff at AX. JP said: The only dishonest feature of the 914's handlingis the snap oversteer that comes when messing with the absolute limit.....there is no warning, it just goes and there is no catching it unless one is readyfor it, It takes a lot of butt time in the car to know when you're on that edge.....even then it will "gotcha" occasionally. I believe you can dial this out with balance and wheel and tire combination. (IMG:style_emoticons/default/biggrin.gif) Right, and TB diffs make a huge difference as well. I used to have a very unpredictable snap oversteer problem with my car when I was running a square setup. When I went to the 205/225 Hankooks the problem lessened. With my current setup of 225/275 A6s the problem is non existant. I have the car set up just a tad loose in the rear because thats how I like it. If you go to hot into a corner the car will let you know and the back end will start to come around but it is easily caught. Same with corner exit, the backend will start to come around and is easily caught with a quick jab of the wheel. Mid corner is neutral. I am not running a LSD yet either. I need to because it will spin up the inside tire on corner exit. After I did all the suspension upgrades, corner balancing and figured out the tire issues I literally couldn't get in front of my car. It was super hard to find the limit. Well that was because it was finally "balanced" and didn't have any of the old major issues anymore. Fun actually as you have to learn how to drive faster around corners. Last year at the Spring Enduro in Medford I was a bit aggressive on my braking point and overcooked the first turn beginning the second lap. I thought I was toast, but with driver adjustments the car just came right back and I carried on. That first lap ended up being the fastest of the day. BTW TBD are wonderful. Hardly know they are there, they just work. |
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