![]() ![]() static cross weight means nothing to how the car will handle in the dynamic state but changes in cross weight will typically effect dynamic wheel loads. the exception would be changes to the left rear may or may not have a dynamic effect. The cross weight at static ride height you will never see when going around the track so it doesn’t matter what the static cross weight is, but changes to static cross weight will typically effect your dynamic cross weight (wheel loads). everyone should be able to agree on that. And I’m sure you’re familiar with bump stop load curves and what an additional 100 pounds into the bump can do in terms of increasing or decreasing harshness over surfaces that aren’t perfectly smooth.Īll that matters is the individual wheel loads dynamically on the track. When you’re setting things like bump stop timing, bump stop height and desired bump stop loads, your static cross weight can change the handling of the car quite a bit especially if you’re decreasing the pre load in the RF and LR corners because that extra x amount of pounds that needs to be taken up by the spring system is reduced and is now being absorbed into the bump, or vice versa. ![]() So even if that 300 spring is unloaded around the track, I’ve also changed how the LF, RF and RR corners load up. Not only is the pre load split different in the rear now, but the front as well. Let’s say I want to make a crossweight adjustment because the car doesn’t seem to be keeping the RR under itself so well when entering the corner and it’s tight as hell once it hooks back up. It’s in those cases it actually becomes more of a big deal because you’re dealing with a game of tenths of inches. If anything the way we are using spring pre load is evolving more with the use of secondary and even third levels of suspension. Some might argue, but cross also changes how hard you get into secondary suspension by adjusting the static load, either increasing or decreasing. This changes how soon one tire reaches peak loading versus another and even though one tire is off the ground let’s say, or at least locked out on extension, the RF and RR corners are also set. Even though it’s not touching the ground the diagonal preload in the car will determine the static load at which the tire will start increasing load from set ride height at during decel, cornering and acceleration. It changes the way spring load curve behaves on each tire. With a lot of cars rolling around barely touching the left front, how can measured crossweight really matter? Like measuring a 4th wheel on a tricycle Absolutely it matters. ![]()
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