F1_eng wrote:Tom, I am strugling to see what your point is.
What do you mean by "power that you're freeing up"?
Takes a certain amount of power to accelerate a given amount of inertia at a given rate. Lower the inertia, and you're reducing that power requirement. It's like getting extra free engine power to make the car accelerate faster.
My point is, for a lot of parts (ex: hub), the linear inertia can be much more significant than rotational.
Yes, you take any small gain you can.. but people make a big deal out of the fact it's rotating when on a relative order of magnitude comparison, it's not as big as some would indicate.
The F1 team that I work for certainly can quantify the effect of varying vertical force on available latteral force, any team that has the resources to analyse this and doesn't would be foolish. Afraid I can't give anymore detail.
I just highly doubt this. A 7-post rig will not really give you the answer. They're great tools for sure, and a team probably won't be competitive without one, but it's only half the puzzle. (Plus the tires don't rotate and may or may not be at the right temperature)
I'm talking about measuring dynamic tire forces and quantifying relaxation lengths in multiple directions. I don't know of a test machine on earth that can quite pull this off at real race speeds and loads.