Balance Issues

[C. Ludwig]

Marty,

Something else to think about in your specific example is the cross-weight versus direction you want the car to turn. T1 at M-O is the only left hand corner that matters at all, everything else is about getting the car to turn right. Don't be afraid to wedge the car to make it turn one way better than the other. A good lap time at M-O is all about getting off the Keyhole and getting through the Carousel quickly. By altering cross weight to free the car up going right you will tighten it going left. In your specific example that would be a win-win.

[Andy Bettencourt]

And as a combination of both those posts, tune your car to be fast in the most important corner(s), then deal with the rest with your driving.

I would rather be really fast in the stuff that is important and slow in the 'throw away' areas than average everywhere.

[Eagle7]

Marty,

Something else to think about in your specific example is the cross-weight versus direction you want the car to turn. T1 at M-O is the only left hand corner that matters at all, everything else is about getting the car to turn right. Don't be afraid to wedge the car to make it turn one way better than the other. A good lap time at M-O is all about getting off the Keyhole and getting through the Carousel quickly. By altering cross weight to free the car up going right you will tighten it going left. In your specific example that would be a win-win.

Trying to put me into China Beach eh?

Thanks guys. Very helpful comments.

[Z3_GoCar]

IMHO the aero rules of IT are backwards, they should allow aero on the back and minimize it on the front. I know the historical presidence from production circa '60 allowed air dams and nothiing else. But this was the dark ages of race car aerodynamics.

[seckerich]

Need to pay attention to the ride height as well Marty. The second gen is sensitive to rake angle and can be balanced better with small adjustments. I will assume you run the 89 rear spoiler. Openings in the front spoiler will change the balance more than you would think.

[John Herman]

One other thing to keep in mind, is this a steady-state issue you're dealing with or is it an initial turn-in kind of issue? If it's steady-state, then the main things like springs/sway bars along with corner weights should be looked at. However, if it is a problem with the initial turn-in, then you want to look at shock tuning. The shocks (or shocks and struts for us FWD) are what is going to affect your transcient behavior. Turn 1 at M-O is definately a balancing act. If I can't turn-in with confidence, it's game-over. I used turns like the carousel or keyhole to tune my steady state handling, but turn 1 is where I focused the tuning of the shocks/struts. For example, if the rebound on the rear shocks was too "stiff", the car would want to overrotate (i.e. oversteer) immediately, even though the car wanted to understeer in normal situations (or even later on in corner 1). So depending on "when" you're fighting the problem, you may need to adjust the shock rebound/damping to get the balance right. Actually, because corner 1 is high speed, to gain a little more confidence to carry the speed, you may want or need to dial in a little bit of understeer at turn-in.