Scott McLaughlin on Cornering at the Limit of Grip

Uncategorized Feb 11, 2022

STOP THE PRESSES! Scott McLaughlin wins at St Petersburg, the first Indy Car race for 2022!

Yes indeed. The multiple V8 Supercar Champion has won his first Indy Car Race!

In this post, see how Scott talks about how he corners the race car at the limit of grip and then also how he decides on the final balance he wants - when the car is quickest - the balance trade-off.

These quotes from Scott, interviewed by Auto Action in 2019 and Speedcafe in 2020, are solid gold in my opinion. 

Here is Scott's interpretation of how he feels the balance of the car and the feedback he gives:


Here’s a quote from Scott McLaughlin, the 2018 and 2019 Australian V8 Supercar Champion. At the beginning of the 2019 season, Scott McLaughlin said in an interview with Auto Action magazine after his first time out in the brand new DJR Penske V8 Supercars Ford Mustang:

“You have to have a bit more give and take;...

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What Does Race Driving Teach You About Setup?

Uncategorized Oct 18, 2020

Race driving is a confidence game. As you get more experienced in racing, you get to be highly confident in your ability to control the race car, racing consistently up to the capability of you vehicle and your level of skill.

This might easily give you the impression that your racing skill could help you with setup - help you work out what is happening and how you could improve the set-up of your car.

Could not the highly skilled and experienced racing driver say what's needed to make the race car faster? 

But our experience with grassroots racing clients is that this is not the case. For example, it is not possible for the driver to say in isolation, just by driving the car, whether the springs should be stiffer or softer. (Spring/Suspension stiffness is perhaps the single biggest contributor to improving the grip and performance of a non-aero race car.)  

Racing drivers respond to the race car as they feel it in the moment. How else can we explain the fact that in...

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How to Choose Your Racing Springs - Racing Car Technology's Bounce Testâ„¢

Uncategorized Feb 06, 2020

Most racers realize their choice of suspension stiffness, the spring rates they choose ie (say in lbs/in, Kgs/mm, or N/m)  are important.

In fact, for low or non-aero race cars, at Racing Car Technology, we have found choice of the suspension stiffness is the most important setting on the car for improving grip at the tyres and optimizing performance.

When buying suspension springs, how do you know what spring rates to order?

Parts suppliers, shock absorber and suspension specialists, and car preparation shops are likely to make a the choice for you, unless you say what you want.

Yet, even with very experienced people making the decision, most racing car spring selection is little more than informed guess work. It doesn't need to be that way.

In racing, it's the stiffness of the spring that counts.

What we’re showing you in the video is a unique way of measuring suspension stiffness.  We’ve called this simple test the Racing Car Technology  Bounce...

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How Does Weight Distribution Influence Race Car Handling?

Uncategorized Jan 22, 2020

The static weight distribution front vs rear locates the centre of gravity in plan view (as seen from above). The position of the centre of gravity is very important in determining the balance of the car, as we shall see in this article.

For a new race car, an important early decision in the design process is the choice of front to rear weight distribution.

Equally, if we are racing an existing car, it’s important to know what our weight distribution is, so we can make decisions about the suspension set-up of the car.

How do we measure weight distribution?

If we have the corner weights, we can determine the weight at the front and rear axles as a proportion of the total weight. E.g. We may have 53% of the total weight at the front axle, leaving 47% of the total weight at the rear axle.

How does weight distribution affect the balance of the car? What is the effect of more front weight? Or more rear weight?

To get answers to these questions, let’s look at the problem from...

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Anti-Roll Bars Part 2. *Suspension Stiffness in Roll. *Get More Grip With Stiffer Springs and ARBs

Uncategorized Jan 10, 2020

The details of anti-roll bar operation are discussed in our blog article, “Anti-Roll Bars. A Good or a Bad Thing?” 

As indicated in that article, there’s much more to anti-roll bars than simply reducing body roll.

In this blog I want to focus on two super important characteristics of anti-roll bars in suspension set-up for racing…Suspension Stiffness in Roll and How You Get More Grip With Stiffer Springs and ARBs.

Suspension Stiffness in Roll

The anti-roll bar adds to suspension stiffness in roll i.e. In cornering, both the spring and the anti-roll bar contribute to the suspension stiffness as seen at the tyre contact patch.

I’m going to quote a vehicle dynamics expert here, so you don’t think I am making this up:

“Typically, a bigger bar on the front improves the perception of nimbleness, (agility), as it makes the outer tire work harder in the first half a second or so (of initial turn-in).” Greg Locock – Engineering...

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Tyre Slip Angle Know-How for Racing Drivers

Uncategorized Dec 20, 2019

In this article, get a deeper understanding of these all important "tyre slip angles". Learn how the race car turns a corner, how the tyre slip angle are created, and what it means for you in driving and controlling the race car.


When you turn the race car into the corner, the forward momentum of the car generates a lateral force at the front tyres, forcing the generation of what we know as "tyre slip angles". 

Tyre slip angles are a property of the pneumatic tyre that allows the creation of substantial lateral force at the tyres, and in so doing, allows the car to turn. 

If you just presented the steered road wheels to the road road rushing by without slip angles, it's a bit like presenting the wing on an aircraft without an angle of attack. For the aircraft, no lift. For the race car, no lateral grip. (If we had steel treads, for example, there would be no slip angles, and insufficient friction available to create any...

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3 Steps to a Great "Baseline Set-Up"

Uncategorized Feb 01, 2019

It’s no good making random adjustments to your race car set-up at the race track.  You'll most likely get lost with the changes you make, and end up not making the car any faster.

Magazine articles, "cheat sheets", and generalized advice you get on set-up from internet web sites, are particularly unhelpful.  No wonder the general impression most racers get is that handling, as it applies to set-up, must be very complicated.

Even someone highly experienced both as a driver and a set-up engineer cannot tell what you need straight off.  They can't just jump in your race car, do some laps, and then say you need XYZ springs and anti-roll bars.

What you need is a baseline set-up.  The set-up we know is close to optimum.  Then in testing, you and/or your team, can decide what changes you’ll try. 

At Racing Car Technology, the baseline is the set-up we can do in advance in the workshop, then go to the track knowing we are in the set-up...

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Making Best Grip at the Tyres with 7 Post Rig Testing

Uncategorized Jan 23, 2019

Here's the full version of TRE's video of this tarmac rally car on their 7 Post shaker rig:

TRE Dynamics are technical partners with Ohlins DTC, Germany.

You can see in the video, the shaker rig forcing vibrations in the suspension.  About half way through, they show you a "track replay".  The actual suspension movements  from the track are reproduced.

Best dynamic grip comes from minimizing the tyre load variation, minimizing disturbance, minimizing vibration at the tyre contact patch.   (Note the difference in shaker rig testing for road cars.  The required set-up will be a compromise between ride quality - least disturbance for the driver and passengers - and best grip - least disturbance at the tyre contact patch.)

To minimize disturbance at the tyre contact patch, you need the required "natural suspension frequency" or "suspension frequency", as we regularly call it.  

The "natural suspension frequency" is the vibration of the suspension...

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Weight Transfer Part 3 - It's all about the ROTATION

Uncategorized Jul 11, 2018

Weight Transfer Part 3:  How Does the Driver Control the Race Car?

This is the final part in our “Weight Transfer” series.  See Part 1 and 2 home page /blog

Summarizing  what we discussed in Parts 1 & 2:

Nowadays, “weight transfer” thinking is commonly used to describe what the racing driver is doing.  The driver is said to manage or control the weight transfer.  The “rate of weight transfer” is considered important.  And as discussed in Weight Transfer Part 2, the driving coach Rob Wilson talks weight transfer almost exclusively when he describes what he is teaching to drivers.

Talking “weight transfer” with respect to race driving is a fairly recent phenomenon.  Most of the authors of books on handling don’t talk about  weight transfer  in the context of the driver controlling the car.  

My major sticking point with weight transfer thinking is that drivers cannot feel...

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Weight Transfer Part 2: Does the Racing Driver Control the Weight Transfers?

Uncategorized Jun 20, 2018


What do these three F1 racing drivers have in common?  Kimi Räikkönen, Valtteri Bottas and a young Nico Rosberg (when he drove for Williams in 2006).

They’ve all been coached by Rob Wilson – “the F1 drivers coach”.  He’s also coached many other professional drivers, racing in just about every pro racing series around the world.

Rob knows weight transfer.  Most times, when he is talking about driving, he’s talking about weight transfer.  He says that “the rate at which you transfer weight”, is just about the most important thing you do in a race car. 

For a quick look at what he does, check out this video with Formula E driver, Karen Chandok.  It shows Rob's great sense of humor as well:
2017 Belgium - Rob Wilson Driving School

Rob is teaching smooth introduction of the steering brake and throttle so as to maintain maximum grip.  From that...

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