Thanks

Yes, it was good. I enjoyed it as well.

right??

I recently cancelled the purchase of sway bars because I learned that they actually decrease the traction on cars with independent suspensions. My question is, why wouldnt I remove the sway bar completely?

@@MW-qo8hw Anti-roll bars decrease maximum traction, yes, but that doesn't mean that they aren't useful. Maximum traction is only really the most important thing in steady state cornering (like long sweeping sections). But during transient motions, you want to prioritise keeping the car level, as this will allow you to begin rotating the car faster, even if the absolute peak grip will be reduced. Running no anti roll bars at all will make the car really sloppy on turn-in and fast directional changes if you springs are soft. Car setup is all about compromise. Are you going to be driving on a really fast race track with lots of tight, technical sections that require you to be agile through the corners? If you are, go get some anti roll bars. Are you going to be just using it on the mountain roads or in the street where you're not driving too quickly and the cornering radii are generally going to be much higher? Stiff anti rollbars are gonna suck, not because of the changes in handling dynamics (you'll feel the difference but it's not going to be too significant) but because it's gonna be bumpy as hell.

Anti pitch is generally controlled.by rebound damion on the rear in inbound damping on the front. Keeping the weight balanced during weight transfer is key. Lateral (roll) grip must be weighed against braking/acceleration (pitch) which is why sway bar and damper settings must be changed together

@@Not_A_Cat Here is the easiest method to achieve a well balanced and consistent balanced car. General guidelines. 1. Never use higher-order forces to compensate for incorrect lower-order forces. 2. Never use lower-order forces to compensate for incorrect higher-order forces. 3. Less force is generally better than higher forces. 4. There are fewer and smaller trade-offs when dealing with smaller forces. A lighter, lower and wider car will have smaller forces to deal with using spring rates, anti-roll bars, shock rates, and aero. 1st order forces: Static weight distribution and Center of gravity height. 2nd order forces: Jacking forces, unsprung forces, and sprung forces as well as aero. 3rd order forces: Shock dampening and gyroscopic forces. 4th order forces: Generally only achievable with active suspension and active aero. Such as velocity dependant damping rates and g-force dependant aero.

@@WhitentonMike I don’t know at all but u sound like a freaking genius, I like learning about this type of stuff. Is there a place or school you would recommend going to around the Houston area

Thanks !

Need for speed, which one?

let me guess, NFS Underground 2...

B8. Hmmm sounds like you got bilstein shocks correct?? :)

Blanco Escondido yes b8 shocks and eibach lowering springs

Also take in to account your sprung vs unsprung weight. Damping is more important than overall spring rates, and geometry can be altered to maximize the characteristics of any given dampin/spring combination. The whole science is relativity, one change requires 4 more changes to make the geometry work on a given road surface.

Ah sure Hydraulic suspension. Another mystery to be discovered !

@@MrRobertFarr Oh, ok Hydropneumatic. 😁

@@Conservator. my mum has a Citroen C1 . Hydro Pneumatic. Hydro - of water (Latin). Pneumatic means. Well, involving air, right ? Sure, those mass produced suspension systems might be well researched. I watched this series of videos. He did not really mention, Stress transfer front to back, that much. It's interesting to hear about. The Torque Bars, he covered many of the concepts well. Hopefully soon, I will break out my BMX. He said, don't worry if you have, hydraulic suspension. I used to work with hydraulic arms, actually.

@@MrRobertFarr The hydro-pneumatic suspension works with oil and air. As far as I know, Citroen only fitted their hydro-pneumatic suspension (hps) on their larger cars (C5 and C6). The C1 has a conventional suspension and they’ve stopped using hps at all 5 or 10 years ago (unfortunately).

@@Conservator. Ah sure The Citroen Xantia maybe. My friend had a Citroen Xantia. Well, I read up about Citroen, I believe they were taken over by Peugeot. Did you ever see the French movie called : Taxi ?

I'm a year late but. Every action has an equal and opposite reaction yeah? ARBs resist lateral weight transfer, therefore the axle that resists the most also bears the most force, which reduces traction, hence why you can use them to tune over/understeer.

@@Taverius bro can you explain? I dont understand wtf is going on, the anti roll bar is to stop this weight imbalance right? then how is it adding onto it?????

Weight distribution is not affected by ARB. ARB only changes body roll, remember force is energy that cannot be destroyed. I wonder what happens if wheels are set to positive camber and body roll cancels inside tire camber, does it increase or decrease axle lateral force. I need a tire coefficient of grip versus positive camber chart.

spring stiffness does not affect static weight distribution. only dynamic.

Thanks, the software was 3ds Max

+1 on this, that confused me. I thought by adding the rollbar, the RHS would get -150kg rather than +150kg, since the torque on the roll-bar would counteract the weight shift on the RHS of the car.

If you add stiffer anti roll bars at both the front and rear then yes, they should only reduce body roll and have no effect on the balance of the car. If you reduce body roll you do reduce weight transfer by a bit but the bigger benefit of less body roll is you can run your car lower which reduces weight transfer further. So yeh anti-roll bars have both uses, reducing body roll and fine tuning the cars balance.

@@xfmotorsports sorry one more thing- I think saying that ARB is a device to get a certain balance off the car ( that is actually what gives that extra drivers confidence and ultimately speed ) and the less off ARB you can get away with- the better , is important so people would lose this misconception about them as one off the most important "speed" mods.

It's the downward force on the tire

It's easier to calculate since mass of your car is in kg and material density of the spring you're using is in kg/m3. Why transfer it to newtons and back when you can make your life simpler, just make sure that you put diferent suspension if you're planning to go on the moon

That's what's i want to know. Come on tell us my guy

It depends on if your setting up the car for drag racing or circuit racing. For drag yeh in fwd cars you try to reduce weight transfer to the rear during launch, so stiff front springs will help. For circuit racing cornering is really the main priority, so soft front and stiff rear if your car has understeer and the opposite if it has over steer.