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Changing weight distribution will obviously alter CG longitudinal location, and that might have undesirable effects on many other aspects of the car. The second option to alter load transfer from direct lateral force component is to change roll centre heights. A flatter car, one with a lower CG, handles better and quicker because weight transfer is not so drastic as it is in a high car. Figure 3 shows the plot. Weight Transfer - TurnFast! Race Driving Techniques for Heel Toe Deceleration Weight Transfer The opposite of the acceleration weight transfer takes place during deceleration. We have established that playing with the unsprung weight component is not the smartest thing to do, so lets focus on the sprung weight components, i.e. Roll angle component or elastic component the most useful component as a setup tool, since it is the easiest to change when antiroll devices are present. Then, the total lateral weight transfer is therefore a sum of the three parts: The first term is usually small in comparison, and it is also difficult to modify, and is therefore, sometimes ignored. We'll assume the car's side to side weight distribution is equal. It may be a more practical way to assess vehicle handling in comparison to computer modelling, since the goal is generally to increase the lateral force on either the front or rear track. An exception is during positive acceleration when the engine power is driving two or fewer wheels. In that case, the tires on the right side of the car are going to be on the outside of the corner many more times than the left side tires. Weight transfer is the result of acceleration, braking or cornering. Usually, I'll have 50-80 lbs," Bloomquist told RacingNews.co from Lucas Oil Speedway a few weeks back. These lift forces are as real as the ones that keep an airplane in the air, and they keep the car from falling through the ground to the center of the Earth. Note that this component resists only roll angle, and the entire sprung mass is used here, as this is how we obtained the expression for roll angle. The analysis procedure is as follows: The potential diagram is a benchmarking of the performance that can be achieved by a pair of tyres. This is an easy way to put something that is a complex interrelation of slip angles and weight transfer. As you see, when we increase front roll centre height, the lateral weight transfer decreases on the rear axle while increasing on the front. In a brief feedback after the first outing (a set of laps in a session) of the free practice session, the driver complains about excessive oversteer in these parts of the circuit. We see that when standing still, the front tires have 900 lbs of weight load, and the rear tires have 600 lbs each. However, the suspension of a car will allow lateral load transfer to present itself in different ways and to be distributed between the axles in a controlled manner. For this analysis, only the rear axle was considered. Taking the moment equilibrium about the point O, of the tyre, we can see that: Dividing the equation by t on both sides, we obtain: But assuming a symmetric weight distribution, , since the left tyre is the outside tyre.