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<blockquote data-quote="Jack Hidley" data-source="post: 16031969" data-attributes="member: 17703"><p>During different phases of the corner, there is different weight transfer going on. </p><p></p><p>At first, the car is just braking. At this point, there is longitudinal weight transfer. This is weight from both rear tires is moving onto both front tires. As you start turning into the corner, you release the brakes some. The brake release causes longitudinal weight transfer from the front tires to the back tires. The steering input causes lateral weight transfer from both inside tires to both outside tires.</p><p></p><p>The percentage of front and rear lateral weight transfer that happens over time is a complex function of the damper valving, roll center heights and several other things. </p><p></p><p>Once the car is at the apex of the corner, all lateral weight transfer has stopped. The weight on the inside tires and on the outside tires has stopped changing. It is fixed at that point. Because of this, the dampers and roll center heights have virtually no affect on the cars cornering balance at that point. All that matters are the springs, swaybars, tire sizes and alignment. </p><p></p><p>After the apex of the corner, you start applying the throttle and unwinding the steering wheel. This causes longitudinal weight transfer back onto the rear tires and lateral weight transfer from the outside tires back to the inside tires. Again the dampers and roll center heights determine how quickly the lateral weight transfer happens at each end of the car. </p><p></p><p>Once the steering wheel is straight, there is no change in lateral weights. </p><p></p><p>The roll center height affects the handling anytime that the steering wheel is being turned. Once the steering angle is fixed, the car should have reached a steady state roll angle, so the roll center height does not affect the handling. </p><p></p><p>My comments in post #191 also apply to when the steering wheel is unwinding coming out of the corner. With a higher rear roll center, the weight will untransfer laterally across the rear tires more quickly. This will give the car more rear tire grip at this point in the corner. That grip can be used to get on the throttle more quickly. </p><p></p><p>A lower rear roll center will slow down the untransfer of weight across the rear axle. The driver will then need to get on the throttle more slowly to keep from spinning the rear tires. </p><p></p><p>This is all a very complicated situation as there are multiple affects all going on at the same time.</p></blockquote><p></p>
[QUOTE="Jack Hidley, post: 16031969, member: 17703"] During different phases of the corner, there is different weight transfer going on. At first, the car is just braking. At this point, there is longitudinal weight transfer. This is weight from both rear tires is moving onto both front tires. As you start turning into the corner, you release the brakes some. The brake release causes longitudinal weight transfer from the front tires to the back tires. The steering input causes lateral weight transfer from both inside tires to both outside tires. The percentage of front and rear lateral weight transfer that happens over time is a complex function of the damper valving, roll center heights and several other things. Once the car is at the apex of the corner, all lateral weight transfer has stopped. The weight on the inside tires and on the outside tires has stopped changing. It is fixed at that point. Because of this, the dampers and roll center heights have virtually no affect on the cars cornering balance at that point. All that matters are the springs, swaybars, tire sizes and alignment. After the apex of the corner, you start applying the throttle and unwinding the steering wheel. This causes longitudinal weight transfer back onto the rear tires and lateral weight transfer from the outside tires back to the inside tires. Again the dampers and roll center heights determine how quickly the lateral weight transfer happens at each end of the car. Once the steering wheel is straight, there is no change in lateral weights. The roll center height affects the handling anytime that the steering wheel is being turned. Once the steering angle is fixed, the car should have reached a steady state roll angle, so the roll center height does not affect the handling. My comments in post #191 also apply to when the steering wheel is unwinding coming out of the corner. With a higher rear roll center, the weight will untransfer laterally across the rear tires more quickly. This will give the car more rear tire grip at this point in the corner. That grip can be used to get on the throttle more quickly. A lower rear roll center will slow down the untransfer of weight across the rear axle. The driver will then need to get on the throttle more slowly to keep from spinning the rear tires. This is all a very complicated situation as there are multiple affects all going on at the same time. [/QUOTE]
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