These should almost always be set to try to achieve the maximum grip possible, even for the novice. Some adjustments are vastly more important than others in finding lap time and so it's generally important to focus on those first in an effort to increase grip and overall performance. In general, the adjustments that affect steady-state handling will have the greatest impact on the maximum grip a car can achieve. Setting up a Go Kart for your first race can be intimidating. The force which the ground imparts on the kart to make it corner is known as the Centripetal force, and it always acts at towards the centre of the imaginary circle we are cornering round. You might if you are an autocrosser who doesn't have to worry about long straightaways, but for most road course racing the most important factor in optimizing toe is probably in reducing drag.
We'll go over some ways to set the theoretical optimum first and then talk about some of the compromises you may decide to make. Most allow native telemetry exporting or require a simple plugin for use with a free version of Motec. Consequently, the grippier the tyres used, the wider the stance can be before the grip is exceeded. The easiest way to set the optimum is visually. Overall roll stiffness will also cause the car to feel different in transient handling with greater overall roll stiffness causing the car to respond faster. Filed Under: , Tagged With: , , ,.
For instance, if you have a car with adjustable gear ratios you should be setting those appropriately for the specific track or you are giving up easy speed. You have to test to be sure, but most cars, especially street based ones, aren't going to see big aero effects. The center of this area is what you want to find, as that will give you the highest average grip on track. Congratulations on your purchase of the Ultramax Racing Chassis! Although the result may feel the same to the driver, the effect on vehicle performance is very different. Also, moving the front wheels out on their stub axle increasing the scrub radius gives a greater effect, with the same result.
The further toward one end of the spectrum you get, the greater an effect a certain adjustment will have depending on its category. This should only be a stopgap measure however. It's almost like he starts making one sim and then just does a different one when he gets tired of the first. Below is the formula to put in Motec to find Vector G. You want to separate the aero effect from a mechanical balance change from rake that could also increase your grip. You will want to alter this until you have a more neutral setup that will go into oversteer at some points on track and then you can start experimenting with other changes that might affect steady-state grip, transient grip, or both.
We can use the steering geometry to cure this problem. All images were created using Satori from Spaceward Graphics Ltd, see for a free demo. Then attach the loose end to the throttle peddle. This process can sometimes take years for some drivers so don't fool yourself into thinking that the faster drivers have some big secret setup. Along with caster this affects wheel lift during cornering. Even though the car might feel better to drive, you've just made it slower.
Nobody is totally immune to this and even the best drivers can be fooled. During a normal corner, the slower transitions cause damper settings to make much less of a difference. This gives you a great starting point from which to start driving, learning the car, and advancing your skills. There are a few other things you could try, as we'll go over later, but these would be the primary ones. The more compression, the more downforce. I hope in this article to explain the physical forces involved in driving a kart, along with how those forces are generated by the steering, and what the effect is on the track of changing the various parameters available as setup.
All of these settings do have an effect on grip potential, but it's either minor, or in the case of vehicle balance and brake bias, the optimized setting might be too hard for a novice to drive effectively. Setting the kart up, even with of good knowledge of why a particular change works, still requires a certain amount of track time, although hopefully with the additional knowledge presented here, this track time can be greatly reduced. Use the dropdown to select different axis. This is down to the differing radii of turn experienced by the inner and outer rear wheels while turning a corner. If you have a sensitive and skilled driver, they will be able to set the brake bias simply based on how the car responds under braking and this might be the ideal way to begin setting your bias even for a novice. In general, to improve road holding over bumps you will want to soften dampers up to the point that you get no more than one oscillation after a big bump. On a smooth track with no quick transitions however, the dampers become much less important.
You can find more information on finding the ideal balance for your current skill level and ultimately the lowest lap times in the Perfect Corner lesson. No part of the contents of this document may be reproduced or transmitted in any form or by any means without the written permission of the Author. This movement is quite complex, and involves a number of different settings. This should at first primarily be anti-roll bar changes as you experiment with less understeer. In general, this will require greater toe out for slower corners and is the reason that steering geometry typically has a certain amount of Ackerman built in. This will correct for any changes in how well the driver navigated the previous corner leading to the straight.
In very cold weather we may want to increase toe in, forcing the tyres to scrub, and therefor warm up faster to the required grip level. When we turn a corner, the steering geometry but mainly the caster setting and scrub radius causes the inside wheel to move down in relationship to the chassis, and the outside wheel to move up. It is common knowledge that braking while cornering on a kart causes massive understeer the kart attempts to continue in a straight line while accelerating can improve cornering. Some drivers will use excessive air pressure to stiffen the tire to prevent the sidewall from rolling over too much. For road course racing however, attempting to dial in track specific optimizations such as asymmetric setups is typically not recommended for most racers without advanced tools such as track simulation software and shaker rigs.