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Originally Posted by 7thgear
because during movement the front of your car will oscillate at a different rate than the rear of your car. Tuning this difference between front and rear oscillation is the nut of the problem.
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This is a function of spring rates, not damper rates.
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Originally Posted by Dimman
^ My understanding is that the adjusters can be used to alter the speed of weight transfer (but not ultimate weight transfer). And thus how a car reacts at corner entry and exit can be modified with shock changes.
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This. Low speed damping controls transient weight transfer distribution.
If you want to talk about weight transfer in terms of torque, it's the inertial force (mass x acceleration) acting on the CG with the pivot at ground level. Total steady-state weight transfer is completely independent of the suspension geometry and spring/damper rates. If you replaced the springs/dampers with solid steel bars you'd get the same amount of weight transfer (CG movement due to body roll happens, but it's mostly negligible in anything other than trucks/SUVs/etc).
Roll Stiffness is a function of roll moment (acceleration x mass x distance between cg and roll axis) and roll rate ((wheel rate+ARB) x track width). It's usually defined as Roll Gradient (degrees/g). "Anti" geometry comes into it by reducing the distance between the CG and roll axis by raising the roll axis rather than lowering the CG.
The more important aspect of roll center height is it's effect on roll inertia (roll inertia about the CG + sprung mass * distance between CG and the roll axis squared). With a higher roll center, even with identical roll gradient, you get a higher roll frequency which means sharper response (which is better, up to a point). There are a couple of downsides to a higher roll center. It puts more load into the suspensions members, causes increased jacking and reduces the response of the suspension to imperfections in the road (reduces grip). The exact same stuff applies longitudinally as well, but with pitch axis height instead.
As for camber change, you lose as many degrees as the chassis rolls by, plus whatever you gain or lose through suspension travel. Higher roll stiffness will help in this regard, but only up to a point. Sooner or later you will reach a point where the grip you gain by further reducing camber loss is outweighed by the loss of grip caused by stiffer springs/bars. Where that point is is a function of sprung/unsprung weight ratio and how crappy the road surface is.
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Originally Posted by fatoni
depends on the type of suspension and how inboard the spring is.
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Not to mention the most important factor... How much the vehicle weighs.
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Originally Posted by serialk11r
Haha yea, I haven't gotten around to checking out FSAE but I will sometime hopefully.
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Out of curiosity, what school do you go to?