A question I’m often asked is “Do you have any experience setting up the suspension on my (XYZ model) car?” Makes sense. If we had experience with the XYZ model, then we’d have a better set up solution. Right?
However, it is the experience we gain over a wide range of vehicles, not just the XYZ model in question, that leads to best solutions for each individual race car.
With continuous application of the "The Weight Transfer Method™", we build up a store of knowledge, that guides us in what to look for with the next car we do.
As Neville says, If we are going out to test a race car, we must have a known baseline setup - ride stiffness and roll stiffness numbers from the Weight Transfer Worksheet™.
Why do we need to do this?
In a one off drive situation, race drivers are not programmed to tell us whether the car is soft of stiff, or whether there might be more grip available with more, or less stiffness.
When we are testing with the baseline set up, we expect that the car is "in the zone" as far as setup is concerned, and that the driver will be able to feel changes we make to the car.
Drivers can only give feedback by comparison. And good drivers can do that with surprising clarity and precision, but only where they have done a lot of testing and/or racing setup changes and got it all in their memory bank. You see this in Nascar, where teams are not allowed any data logging in races. The top drivers can give the team the changes they want in the next pitstop in exact detail.
How do you make decisions about the setup you want? The Weight Transfer Method™ gives you the capability to decide the baseline setup, whatever type of race car you have.
The Weight Transfer Method™ is the combination of procedures we have developed for calculating and deciding on the baseline setup you want to run. Our two applications that form the basis for the method are the Weight Transfer Worksheet™ and the Bounce Test™.
It’s an entirely new way of thinking about suspension setup that can set you on the path to greater success with your racing.
The significance of the Bounce Test™ is that it gives us the capability to determine suspension stiffness directly, and thereby develop baseline set ups for a whole host of cars where the “guesstimate” has predominated. Race cars with any type of suspension, such as leaf spring, trailing arm/semi trailing arm, multilink, double A-arm with the spring sitting on a control arm, coilover, strut. Race cars based on production models from just about every manufacturer on the planet.
When you're racing, your sport takes up a big proportion of you time, money and energy. You deserve better than a "best guess". Your enjoyment of racing depends on performing at your best. And the Weight Transfer Method™ should become a key procedure in helping you do that, saving you time and money, and best of all, giving you a faster car.
There are just a few steps to follow in the course to get you proficient in using the Weight Transfer Method™, and finding a baseline setup for your car. We can fast track you on the theory, if that's what you want. I mean, I love the theory and we have some really good stuff. But it's not to everyones liking.
But there are some crucial steps we set out in doing your Weight Transfer Worksheet™. We don't want you to miss on those.
Still unsure about the suspension stiffness you need? Do watch our free training Suspension Tuning 101. This drives home the point about how racing stiffness (a range of suspension stiffness 125CPM to 170CPM) will increase tyre grip, compared to softer suspension.
I know. There are still quite a few theorists who champion soft suspension for racing, but then, they are unclear as to how stiff is stiff. One needs real world comparisons and calculations of spring frequency to make sense of all this. All experienced suppliers of racing springs will be trying to get you into this range, even if they miss by not having done the calculations or whatever.
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