×

Sale ends todayGet 30% off any course (excluding packages)

Ends in --- --- ---

Confused with transfer load - how to change it

Suspension Tuning & Optimization

Forum Posts

Courses

Blog

Tech Articles

Discussion and questions related to the course Suspension Tuning & Optimization

= Resolved threads

Author
116 Views

I watched again one of the chapters about load transfer as I am trying to understand how reduce front diving and front splitter wear. There is an example which talks exactly about that and recommends to reduce front load sensitivity which can be achieved by soften the front. in order to soften the front I can reduce front coilover springs or soften the sway-bar.

My confusion comes from : soften front sway-bar wont impact how the car dives ... but only how transfer load is distributed between left/right during cornering. So the only option to reduce front splitter wear during braking is by soften front springs. Is that correct?

The opposite - as a softer rate spring will allow more compression from the nominal ride height and so increase dive and wear. Higher spring rate will reduce the compression.

If it only happens under hard braking, and/or compression over bumps, with the spring rate being fine for everywhere else, another option be to work with bump/compression stops to stop the suspension compressing over the last bit of travel?

If you go that route, there are different designs, rates, and lengths that can be tailored to your requirements.

The only way to reduce the transfer weight is to lower the center of gravity (or generate less braking force).

You can reduce the mount of suspension travel for a given load by increasing the spring rate. On rake-sensitive aero cars, this is done with a third spring that acts only in heave (i.e. bump or vertical motion). The spring rate could be composed of the main springs and bump rubbers. The anti-roll bars (sway bars) have no affect in heave. So to keep your cornering load balance, you would soften the ARB (anti-roll bar) as you stiffen the springs. Work it out so the wheel rate remains the same in roll.

Suspension geometry (anti-dive) can also result in an additional reactive force to longitudinal load transfer that doesn't go through the springs.

Lastly, perhaps your splitter is just not in the right location for the necessary spring rate / vehicle speeds you are experiencing. Are you running jabrock skid blocks (a hard resin-impregnated plywood) to protect the splitter? You should do that, and just replace the skids every session / weekend if that's what it takes.

My splitter wear / damage comes from high-speed compression (> 120mph typical), and not from load transfer under braking. When it begins to porpoise / bounce (as the suction drags the splitter to the ground, then the ground-effect force disappears and the car raises to repeat again), my solution is typically the raise the car as necessary for that track. As one of my competitors says "feels like monkeys bouncing on the hood"

Tks for the reply. the video was confusing ... I agree with the statements made here about transfer load only changes with CG / track width. The car uses stock splitter and stock spring rates .... certainly not from high speed but low speed corners. I got great deal on JRZ dampers so will install next season and expect better control over hard braking. appreciate the comments.

We usually reply within 12hrs (often sooner)

Need Help?

Need help choosing a course?

Experiencing website difficulties?

Or need to contact us for any other reason?