Note wearing these shirts can cause increases in the cost of beer and you might be refused entry to some bars, family restaurants and hardware stores, but go on, live a little - shop.hpacademy.com/ - Taz.
For a home made system, the aluminum extrusion to use is a pair of 6 foot spirit levels for about $50ea with bubble gauge included. If using an ally tube a pipe cutter gives a nice groove (one gentle turn).
Well any type of drag racing really. In fact if it has wheels then you can be pretty confident the alignment is important. p.s I come from a sport compact drag racing background and we were very particular with alignment to get the most out of the cars we were involved with - Andre
hello andre, first of all thank you for all the free info that you teach all of us, i enjoy it and many times study about it i dont think that you need many changes into the aligment or mechanical aspects of the car for the corner in trouble, what you encounter at 150 km/h it is lift, since i havent see you a proper gurney flap or the one install has too little angle, just helping with the tons of lift that you will generate to not having anything and yes you can generate more downforce with simple mods install into the chassis and cut into the hood if you want it, thanks for all and keep the good work
I feel this video is a good practical example of what I am trying to eventually do with my car. I like the vlog style, and consistent HP Academy information. Always clear and concise. I enjoy the videos, thanks.
Corner weighting is also important in drag racing. At launch, you re as fast as your slowest tire, so equal weight distribution means equal grip. GREAT CHANNEL by the way, you guys know your stuff. You re legit
You need to physically move things around on the car to change the left-right or fore-aft balance as corner weighting can only adjust the relative combined weights of the two diagonals (ie right front + left rear vs left front + right rear). But yes, corner weighting is beneficial for just about anything with four contact patches, including trolleys and tables!
Nice to see the Chevy out and about, I Dont see to many Full size Duramax's in NZ /AU . They're fairly expensive stateside .I could only imagine there and with a right hand conversion TAX no less 👌👌👌. Gmc has just put togather a street well see if it can go around corners.
The conversion is done in Australia by GM and adds a bit to the cost so they're not super common. They do some of the conversion surprisingly well, and some of it really poorly for what you pay. We've had a lot of little bits falling off here and there in the interior, or maybe with untouched LHD versions that's normal too? 😅 Great vehicles for towing though and handles the mountains well with a loaded trailer on 😎 - Taz.
Great video folks, as they all are ! The biggest issue I have using this method is ensuring the front and rear bars are actually centralised to the centre of the CHASSIS and perpendicular to the front to rear centre line. That way, as long as one measures and corrects the distances between front and rear wheels one can be sure one is not wheel aligning a parallelogram . Any tips on how best to do that ? (My car is a 2 seater CN spec Prototype)
if the car seemed relatively symmetrical in its handling, then the problem at t3 won't be the static weight distribution. Either you don't have enough camber on the rear to handle the lateral forces, or your rear roll stiffness is too high relative to the front
Thanks for commenting. It's a little tough to show everything in these vlogs as it kind of misses the full context of what we were actually filming which was a couple of modules for our corner weighting course. You're correct in so much as not all handling issues of course are a result of corner weight imbalance and this is covered in detail within the course. There's a complex mix between alignment, roll stiffness and corner weighting that all need to be considered before making a decision on the correct course of action - Andre
@@janeblogs324 actually it's not guess work and you're talking about two different, yet interrelated aspects of setup. In our previous 'Motorsport Wheel Alignment Fundamentals' course we teach you how to test and correct bump steer/ roll steer so please don't think we've overlooked that. There's also a thorough discussion about bush materials vs deformation and how static camber/toe can end up quite different under hard cornering. As I replied above, this vlog takes a few things out of overall perspective and while alignment settings and static corner weight understandably go hand in hand, the course we were recording deals with corner weighting and hence we're not focussing on alignment or optimising tyre contact patch for the modules we recorded. Unfortunately a cheap FLIR is actually not much use to optimising the tyre contact patch, particularly if you plan on using it in the pits, since the tread surface temperature will normalise quickly once the car is off the corner so you won't learn much that's useful. If you want actual useful data then 4 x onboard IR temp sensor arrays are required as well as a logging system to record this data in real time while the car is loaded up in a corner ($$$$). Short of that, a tyre pyro that probes below the tread surface is your best option ($). - Andre
Most people run a staggered setup on these cars for looks. The reality is that we don't need more rubber and a staggered setup typically results in understeer everywhere - Andre
Yes this is discussed, and even the Wheel Alignment course runs you through how to check and achieve this. Unless you have a really weird fetish for loving to work on your car on the side of a hill it's not that hard to manage this consideration - Taz.
And corner weighting is SSOOOO much fun. Takes about two days and tree fiddy burpees to get itdone. Many thanks to Rob Robinette: robrobinette.com/corner_weight_calc.htm
Note wearing these shirts can cause increases in the cost of beer and you might be refused entry to some bars, family restaurants and hardware stores, but go on, live a little - shop.hpacademy.com/ - Taz.
For a home made system, the aluminum extrusion to use is a pair of 6 foot spirit levels for about $50ea with bubble gauge included. If using an ally tube a pipe cutter gives a nice groove (one gentle turn).
Alignment is not only for circuit racing or autocrosses. Equally important especially with FWD drag racing.
Well any type of drag racing really. In fact if it has wheels then you can be pretty confident the alignment is important. p.s I come from a sport compact drag racing background and we were very particular with alignment to get the most out of the cars we were involved with - Andre
hello andre, first of all thank you for all the free info that you teach all of us, i enjoy it and many times study about it
i dont think that you need many changes into the aligment or mechanical aspects of the car for the corner in trouble, what you encounter at 150 km/h it is lift, since i havent see you a proper gurney flap or the one install has too little angle, just helping with the tons of lift that you will generate to not having anything
and yes you can generate more downforce with simple mods install into the chassis and cut into the hood if you want it, thanks for all and keep the good work
I feel this video is a good practical example of what I am trying to eventually do with my car. I like the vlog style, and consistent HP Academy information. Always clear and concise. I enjoy the videos, thanks.
Cheers mate, glad you're enjoying them, we'll keep em coming for you guys - Taz.
You can gate the scatter plots for different speed ranges to get a better view wether its aero or mechanical grip/balance issues.
Thats an awesome lesson! Alot of positive info in the video. Will try to corner balance my car next week
Glad it was helpful!
Corner weighting is also important in drag racing. At launch, you re as fast as your slowest tire, so equal weight distribution means equal grip.
GREAT CHANNEL by the way, you guys know your stuff. You re legit
You need to physically move things around on the car to change the left-right or fore-aft balance as corner weighting can only adjust the relative combined weights of the two diagonals (ie right front + left rear vs left front + right rear).
But yes, corner weighting is beneficial for just about anything with four contact patches, including trolleys and tables!
Building, tuning, wiring, racing and now vlogging... Is there anything you can't do???
Love this channel! ❤
Shifting gears might be a bit of an issue for Andre it turns out. More on that in the next Vlog release 😉- Taz.
Nice to see the Chevy out and about, I Dont see to many Full size Duramax's in NZ /AU . They're fairly expensive stateside .I could only imagine there and with a right hand conversion TAX no less 👌👌👌. Gmc has just put togather a street well see if it can go around corners.
Yes we're a little sore about the build quality for the price to be 100% honest which was steep, however can't fault it mechanically so far - Taz.
Never seen a rhd Chevy pickup
The conversion is done in Australia by GM and adds a bit to the cost so they're not super common. They do some of the conversion surprisingly well, and some of it really poorly for what you pay. We've had a lot of little bits falling off here and there in the interior, or maybe with untouched LHD versions that's normal too? 😅
Great vehicles for towing though and handles the mountains well with a loaded trailer on 😎 - Taz.
The Racecraft corner weighting course is out now: bit.ly/LearnToCornerWeight
Great video folks, as they all are ! The biggest issue I have using this method is ensuring the front and rear bars are actually centralised to the centre of the CHASSIS and perpendicular to the front to rear centre line.
That way, as long as one measures and corrects the distances between front and rear wheels one can be sure one is not wheel aligning a parallelogram . Any tips on how best to do that ? (My car is a 2 seater CN spec Prototype)
So when can we expect the corner weighting course? Enjoyed the wheel alignment so looking forward to the next course :)
Today or tomorrow =) - Taz.
It's out now: bit.ly/LearnToCornerWeight - Jono
if the car seemed relatively symmetrical in its handling, then the problem at t3 won't be the static weight distribution. Either you don't have enough camber on the rear to handle the lateral forces, or your rear roll stiffness is too high relative to the front
Thanks for commenting. It's a little tough to show everything in these vlogs as it kind of misses the full context of what we were actually filming which was a couple of modules for our corner weighting course. You're correct in so much as not all handling issues of course are a result of corner weight imbalance and this is covered in detail within the course. There's a complex mix between alignment, roll stiffness and corner weighting that all need to be considered before making a decision on the correct course of action - Andre
@@janeblogs324 actually it's not guess work and you're talking about two different, yet interrelated aspects of setup. In our previous 'Motorsport Wheel Alignment Fundamentals' course we teach you how to test and correct bump steer/ roll steer so please don't think we've overlooked that. There's also a thorough discussion about bush materials vs deformation and how static camber/toe can end up quite different under hard cornering. As I replied above, this vlog takes a few things out of overall perspective and while alignment settings and static corner weight understandably go hand in hand, the course we were recording deals with corner weighting and hence we're not focussing on alignment or optimising tyre contact patch for the modules we recorded.
Unfortunately a cheap FLIR is actually not much use to optimising the tyre contact patch, particularly if you plan on using it in the pits, since the tread surface temperature will normalise quickly once the car is off the corner so you won't learn much that's useful. If you want actual useful data then 4 x onboard IR temp sensor arrays are required as well as a logging system to record this data in real time while the car is loaded up in a corner ($$$$). Short of that, a tyre pyro that probes below the tread surface is your best option ($). - Andre
Do you need to corner balance a daily driver slightly lowered on coilovers?
For that application I think your time and money would be better spent elsewhere to be honest - Taz.
Weight balancing only with the driver sitting inside by measuring the weight 😉
Yes accounting for the driver can be tricky when there are multiple drivers using the same car on the same day, or even during the same race - Taz.
@@hpa101 Also average race fuel quantity - especially when using a prototype with a one side fuel tank.
Is there caster adjustment on a formula one car?
Yes… F1 cars have all the adjustable suspension.
Are not running staggered set up on wheels and tyres? if not, then why?
Most people run a staggered setup on these cars for looks. The reality is that we don't need more rubber and a staggered setup typically results in understeer everywhere - Andre
@@hpa101 ahhhhh I see.... cool, cant wait for more awesome vids from y'all
All these methods work only if you can find a leveled place to work, just for you to be aware.
Yes this is discussed, and even the Wheel Alignment course runs you through how to check and achieve this.
Unless you have a really weird fetish for loving to work on your car on the side of a hill it's not that hard to manage this consideration - Taz.
And corner weighting is SSOOOO much fun. Takes about two days and tree fiddy burpees to get itdone. Many thanks to Rob Robinette: robrobinette.com/corner_weight_calc.htm