Carlos wrote:tuj - Welcome to the forum, hope you will post often. When the RA107 was introduced at the begining of the season; Honda talked about new front suspension ... but then most teams did. You are right; Honda has revised the front suspension. The link below specs new front suspension at the French GP on a revision ... the RA107B. I agree with a little flex in a motorcycle racing frame ... when cornering; bent over at a severe angle - a lateral flex in the chassis ... but not at the steering head. Would it be best at the middle of the frame? Surely not at the swingarm pivot point? I think F1 chassis are a little different. The less lateral/torsional flex the better as the geometry of 4 wheels is more complicated than two wheels plus no lean angles ... they corner pretty flat with the really stiff suspension.
EDIT - I think motorcycle frame design is another of the black arts - half science and half magic - I will never understand!:wink:
countersteer wrote:Thought I'd throw this in... Back when King Kenny Roberts was racing the high banks on a TZ-750 (God I'm old) there was a lot of discussion about a special chassis that was made out of larger diameter tubing to acheive more stiffness.
The discussion was... consider the chassis as a spring. As it is loaded in the corner, the spring (chassis) deflects. If traction is lost, even for an instant, the spring snaps back... quickly. Imagine the result on slip angles over bumps if the chassis is "sproinging" back and forth.
A steel tube chassis wouldn't have any internal dampening mechanism or hysterisis. Don't know much about carbon fiber in this regard but I doubt it has much hysterisis either.
Don't know what to conclude from this... but hopefully it'll stir some conversation.
tuj wrote:Perhaps the Honda car is indeed suffering from a lack of stiffness, which would explain mysterious handling traits.
It's interesting you mentioned that the pushrod mounts to the upright. Scarbs do you know if there is much of a lateral offset of the mounting point from the effective steer axis? Also do you know if they run that setup at each race or just specific ones? Any photos? Lateral offsets produce a front ride height change with steer due to an effective pushrod length change and can therefore be used to lower the front wing into greater ground effect with high steer angles to move the center of aerodynamic pressure forward in tight corners (larger steer angles). If there is a longlitudinal offset the design can be used to adjust diagonal weight transfer which again can be used to affect the handling balance at different stages of the corner. A rearward offset will decrease the the front weight transfer (and increase the rear due to the diagonal nature) for a given steer angle, whilst a forward offset will increase fron WT and decrease rear.
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