riff_raff wrote:A lightweight, mid-engine, RWD single seater with no aero downforce and no under steering is probably OK with a large caster angle, since the steering force will still be light. But a heavier car, that requires limited steering inputs and has lots of downforce like an AUDI R15, probably wants a somewhat smaller caster angle and trail.
Yep, but check out for inner rear slippage. A good way of doing that is measuring temperature in the inner rear right after a hairpin, with the tyres into the working range. Large caster angle were a problem for me in light weight - no DF single seaters without differential auto-lockup (dont know if this term is the appropriate).
The basic confusion here is between caster angle and mechanical trail, like J Tom mentioned earlier in this post.
As you can see in the picture, you can configure a suspension geometry with a nice caster angle and no mechanical trail, simply by "moving" the king pin axis a little bit to the rear. Is that good?
Well, you tell me!
That way you would have a large caster angle with a "not so heavy" steering. Many times thats not practical because of the whole geometry configuration...
Scuderia_Russ wrote:In most instances we are able to set ours with a digital bubble on the upright before turning from lock to lock to see what readings we are getting. Obviously different vehicles have different optimum values.
Russ, could you be more specific, please?
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