The higher the extention, the more stiff extention is. So, the more fast is your weigth transfer.
Yes.
The higher the compression, the more stiff compression is. So, the more fast is your weigth transfer.
The faster your initial transfer is, yes. But overall the transfer will be slower (you get a first "hit" as you first accelerate or decelerate, then the shock continues to compress causing slightly more weight transfer to occur).
The higher your spring are, the more stiff springs are. So, the more fast is your weigth transfer.
Yep.
@rotary : I told a lot of bs'bs about the curve after the longest straigth line before, it's strange you didn't noticed it
I had quoted you before you edited it in
. I'll edit this post with my thoughts on it.
Edit, here we go:
I used 47/53, as all spring devices says, by not tracking weigth reduction distribution for the initial tests. I need a few more day on the car before being sure, my tuning entry won't be finished.
I think real lvl3 weigth is between 47/53 and 50/50. So "less/more" or "even/even", that is quite different of "more/less" that you choosed. (that's why it's a pig btw)
The factory springs never match weight distribution though... And that's my point there.
C5 Corvette has 50/50 weight distribution, does not have 50/50 springs on any suspension kit.
I've also found that weight distribution takes most of what weight it saves away from wherever the engine isn't... So in a front engine car, it takes weight mostly off the rear of the car, in a rear or mid engine car it mostly comes off the front, etc etc. Therefore putting the weight balance towards whichever end the engine is at.
As for it being a pig... It is incredibly fast everywhere I've taken it so far. It's improved massively over stock settings.
I don't really understand. If you used 60/40 you should have set a-roll bar like that : more/less. Are you saying that less/more or even/even is better ?
In the case of anti-roll, the Impreza seems to like less/more as I said earlier. ~4mph difference in certain high speed corners at full throttle.
Then again, I run extremely strong differential settings and 50/50 or 45/55 torque bias... So my setup for this car looks very similar to my FWD setups, just with a bit more rear spring rate.
About the dampers, i've got 178km/h with a flat SR/RH @ 47%/53%, and flat dampers and a-roll bars : 5/5/ - 5/5 - 4/4 and 184km/h with my classic dampers, so no, I won't change a line in my moto : that's 3.5% more speed for me, or a chrono @ 1'40 vs a chrono @ 1'36.5
I think you're doing too much testing in 100% controlled conditions and not enough in more "real-world" situations. Your style of dampers when used on the Impreza did help solid-state cornering to an extent (cornering with the same amount of steering input all the way through) but entry was compromised... And at Trial there is a certain amount of curb jumping required to be fast (not corner cutting, just jumping the curbs with 2 tires) through the first sector... And the "inverted" dampers upset the car over said curbs... Also found more understeer on corner entry as I let off the brakes; the result is a car theoretically faster but slower in practice.
You are holding the curve at more speed, so you are quicker around the track (less needs to brakes and more speed after curving), maybe what you saw is speed problems.
Theoretically, yes. In practice, no. If you can enter the corner faster and exit at a higher speed you'll be faster than holding a higher speed in the middle. AWD's main advantage is traction; the disadvantage is weight and therefore steady cornering speeds. It's better to exaggerate advantages than to minimize disadvantages.
Braking, even less, at higher speed is more violent than braking at lower speeds but you enter into the "torque function" differently, more smoothly, with low torque @ high rpm (torque for engine brakes) going to high torque at middle range rpm than @ midrange rpm with high torque allready going to low torque at low range rpm then low torque @ high rpm. Watch your decel settings. I guess they are set low just for that curve.
Wha? I apologize but I simply can't make sense of what you're trying to say here.
Hence first 0.3 second braking stability in first curve after the long straigth line. So people won't shoot the wall there. And low ext help a lot braking too.
Braking stability is not a problem with this Impreza. Well, actually, it is... There's too much of it.
With extension set lower than compression, this becomes even worse (understeer).
Aero set @ 0/20 is the fundamental problem there.
aka "understeer land".
0/20 is better than 0/5 if you can compensate for the aerodynamic imbalance; more grip is more grip. If you ABSOLUTELY CANNOT get the rear tires to use their full grip at 0/20 then decreasing downforce is beneficial... But if you can compensate, do. The car will be faster.
For susp/aero settup-ing default lsd is "l'enfance de l'art", as we say in french.
Children's art hm?
5/5/5 on all differentials will have the absolute least affect on handling possible, though it will cause wheelspin on the inside tires. (With AWD it tends to be the inside front unless torque bias is heavily towards the rear).
