You have 4 points, so I'll reply to them in order: 1. I agree that an over stiff bar can have disastrous effects for lateral weight transfer, but it is true that if the momentum of a car is great enough entering a corner and the body roll is significant enough, the car will tip over (the other extreme). 2. More load on a tire does give it more grip, but I would be careful of equating downforce on a car to load on a tire. This probably is already known but downforce is the same as lift in the opposite direction, applied to the car. Load on a tire can come from different things as well and it is NOT universally good. What I also don't talk about in this video is the body roll effect on tire camber, just because I think it was too much. But I'm sure that the book also includes something on that. This also deals with argument #1 in some ways, that if you increase the camber there is less tire contacting the ground, resulting in less traction. While we're focusing on the loss of load on the inside tire, we can't ignore that if there is too MUCH load on a tire, it will not perform. The video of me taking the stroller around a left is maintaining that camber angle of the front left wheel. Which an ARB also does. 3. "More load on the front tires means more grip on the front tires which means less understeer." Again, if you have too much load on a tire, it will not perform. Softening a front suspension on compression allows for the absorption of some of these loads. If you have a stiff suspension the full load will go to the tires more immediately and the tires won't do their job - to turn. I've pinned some links that Islandgrown posted in the general chat on the discord that explains this. I'd encourage you to test this yourself at the extremes to see the difference on your ability to enter (and exit) a corner. Most tunes for races knock down the front compression. I don't think my understanding is backwards, I think that we're looking at two different extremes, and I didn't explain what happens if you go the other extreme. I also think you are looking at the end result, and not the process by which it happens. It is VERY easy to overload tires. As I write this, I think I should have taken care to cover what happens on the other side because I feel like I might be giving the impression that there is only one good side. 4. I beg to differ, the springs job is to control the weight transfer of a car during multiple events. The time mark your posting here is when I'm talking about natural frequency and the stiffness of the waveform. I probably should have used flatness instead or another word because stiffness is probably not it. But in either case, natural frequency controls how the suspension dissipates after a disturbance, if you're car's profile (high/low) is changing during that dissipation, the aero also changes. Complete dissipation is 0Hz, so the question on a straight is how quickly can you get there (obviously a track always has bumps even on straights, so you'll never get exactly there but I think you know what I mean). Taking this to extreme that is visible by the human eye, a car that continuously is bumping up and down, will never go as fast as a car that isn't on a straight all other things equal. When you refer to Mt. Panorama, you're saying you lowered the natural frequency to gain more control coming out of Forrest's Elbow? I'm not sure what loosened means here.

@@McNaughty No, mainly accelerating out of Murray's Corner and Hell's corner. I lowered the natural frequency so that the tires could respond faster to the bumpiness of the curbs which made it easier to get on the power earlier. Forrest's Elbow is pretty smooth so I didn't have any problem getting on the power there. I had watched that video Island posted back around the time I watched your video, along with many, many others--but being a physicist, I was unsatisfied with the lack of physical explanation. That's why I picked up Carroll Smith's book, as well as Vehicle Racecar Dynamics by Milliken.

I actually had this mic already from before I started streaming. I think it's pretty good but it's certainly not the best with popping noises. I think the best feature it has is the inline output and it can act as a speaker on Windows also. Not many dynamic mics have that functionality. So if that's what you need, it's not a bad price point for it

I hear what you're saying with cause and effect but, natural frequency of any spring is the rate at which it oscillates when it's not disturbed. Stiffening does result in the increase of NF. But it's doesn't explain what Natural Frequency actually IS.

@@McNaughty Natural frequency is easy to use because it is weight agnostic. You don't care about weight distribution if you use NF to indicate stiffness. Otherwise you would have to set spring stiffness proportional to the weight on the axis, but with NF when you change weight distribution the game automatically adjusts stiffness to match NF. There is no any oscillation effect that you need to take into account.

I'm confused. NF = sqrt(k/m)/2π. m is mass. I don't know what you mean by it being agnostic in a general sense. If you mean the game will take into account the variables of the NF to get to a certain frequency, I agree with.

@@McNaughty You define stiffness by using NF and don't need to change it when weight of the car changes. It's convenient. But frequency on its own doesn't have any implications.

That's not true that frequency has no implications, though. If you increase NF and the mass is constant, you are increasing the spring rate, which is what you're saying. A stiffer spring increases the rate that it oscillates when undisturbed (and how violently it oscillates when disturbed). This is true of any spring, not just one in a suspension. However as part of a suspension, this increase of frequency, means the response to stimuli (bumps in a road) is felt in greater detail. Sure you can say that the value is tied to the stiffness of a spring, but that sentence alone doesn't tell you what the effect of that is, or why it does what it does, why the value is measured in Hertz, what a Hertz is, so on and so forth. There's a lot of things that you can "not take into account" when tuning, but that's not what I'm aiming to do here.