One of the very best videos on team preparation I've ever seen. Thank you, Claude!

My experience with a locked differential (Porsche RSR) , I never felt the adverse yaw because the inside rear tire was unloaded as the car leaned through the corner. Great corner drive off outweighed any inside rear tire's drag. The car did have to be driven more aggressively with throttle.

If using preload causes longitudinal force reactions on the rear wheels, then wouldn't that be reducing the amount of rear grip available for cornering? If the car is too oversteer, why not tune the roll bars to modify the roll couple instead of degrading rear lateral grip?

How does one define the spindle center position in relation to the upper and lower arms ball joints and what is this data called?

How did you choose the camber gain? How do I get this value from the tire model/graphs (overturning moment or what)?

Wow I haven’t done SAE for 15 years and now I miss it. These videos are amazing.

What would be a good starting ζ value for a mostly street driven sedan?

I've spent the time getting my suspension design in your software and I'm trying to follow along - even with the front and rear suspension fully defined, I can't get an Ackerman angle (percent) to show up in the software as shown at around 16 minutes. I understand this is not meant to be a complete tutorial, but I can't work out why (no matter where I put the tie rod connection on the upright) I can't get any Ackerman results. Is there a missing step? I've followed the link to the documentation - and it would help a lot if we could get a copy of the model so we can learn the process.

Muito esclarecedor o vídeo. Valew!!!

Hi, I’m trying to design suspension for my Formula student car, what’s the difference between the optimum kinematics and the optimisation module

how do i apply for internship?

That seminar was nice

How can I get access to the damping calculator?

Ananti cosi

❤️‍🔥

at 44:50 can`t understand what he means by roll centre cross the wheel. anyone got a clue?

Where is the Software downloading?

First of all designing suspension it's a constant back and forth which is greatly reduced with experience. And let's be honest most people that design suspension are enthusiast that do not use specialized software, some use CAD software but you wont find many that use specialized optimization tools. Does it help, obviously but there is a down side too. If you rely on software you wont be able to solve problems when they occur simply because of software limitations and your own if you rely on it too much . Especially initial process of designing suspension is a constant exchange of information. Start what we want to achieve with our car and what we can, not just it's size but characteristics, weight, speed and power. That information will determine what type of suspension we can use and how much space we need for it. That information is strongly connected to next step which is selection of parts not just tires, but rims, uprights, brakes, springs, dumpers. Depending on application size and weight of these parts might be important or critical. Before we go to next step we need to keep in mind space needed for suspension travel and possible pick up points. That is what I mean by constant back and forth, we need to think ahead. Since we thought ahead we decided to use parts that will allow us to use our type of suspension. Now that we finished with optimisation of initial steps we can focus on next step which would be pick up points. I would start with outside pick up points, many times we use uprights of the shelf instead of fabricating new ones. So these points are determined by our upright. Last step would be choosing/iterating inner pick up points.

Vamos que vamos

Hello! I have a driver complaining about the "reactivity" of the car at the initial steering angle, feeling it to "sharp" at initial cornering. Be carefull, he is not complaining about oversteer, but he is not right confident to dive quickly to the apex. He is not a "hard braker" in compare to another driver I have. Have made some quick change before the race: softer front ARB, higher ride height front, softer clics on damper at the front (both compression and rebound), more toe out front, and more toe in rear. Felt better, but not enough for him. I'm wondering if the solution would perhpas be to make rear roll center higher, to change the kinematic load transfer balance? Does it makes sense? Thanks in advance!

best ive heard it explained! thank you so much! have literally been doing completely 180 the wrong way so far :/ LoL

19:37 how you calculated the Mz ??

hello there optimumg, the documentation is not showing up even after signing up and following all instructions. only the page tree shows up. could use some help!

I loved this video!

In 11:40, why the WR (wheel rate) value from Front Roll Stiffness from Springs formula is different? The first equation use 139000 for WR, and the second uses 39000. They should be the same I guess? What am I missing here? Great explanation as usual though, very clear.

It would be even more easily identifiable if you plot LongG and CombinedG together - than a "valley" between the point where LongG starts to fall and CombinedG starts to "rise' to maximum values will be even more "eye catching". Just make sure that your LongG deceleration has the same sign as your Combined G channel.

if I would like to design a scale-model to a scale up-model, what is the important parameters should be tested? Because I want to design for a huge bulding use, so I could not start to conduct from a huge scale model immediately.

Amazing video!!!!!!! So well explained!!!! Please continue to share these insights and explanations Bruno, thank you 🙏

A higher preload value = more locking torque? or do I have that backwards?

I understand the purpose of the iRacing video wasn't to demonstrate proper corner entry, I still feel the need to point out how awful the entry line was. Love the video though! Thanks for the series!

Hello, i would like to see a video going more in deep of tire rolling and overturning analysis (My) and (Mx), i have found a lot of information from the other forces and moments generated by the tyres but not for this ones, how we should analyse the data from that moments, how do they affect vehicle dynamics.... Thank you vey much for this Q&A Series, quite interesting.

Muito bom!!

Why didn't he just make an opposite "G" ?

Is it possible to attach a spring to both the left and right rockers on OptimumKinematics?

👍

Isn't the formula for the spring stiffness in terms of motion ratio and wheel rate wrong? I believe it should be Wheel Rate = Spring Rate * Motion Ratio^2

How is a math channel created that is dependent on having more than one lap? For instance, AIM doesn't appear to have a variance function, nor a clear way to apply a view when two or more laps are selected. The Variance Gain view looks very helpful, if I could figure out how to actually implement it. Also, thanks for the great videos!

Vamos que vamos

1:48 - Quick clarification question. We are focusing on reducing load variation on the so-called unsprung weight of the car, being the wheels (which are not completely unsprung, but they are understood as such). Is it a possibility to have the load variation on tires be reduced, while having the chassis seem more bouncy to the driver?

How would this apply to FWD cars? Would more differential lock essentially mean more understeer on upon throttle application?

Website link doesn't work. Cant find out where to download software. Already have the key

Excellent content

Could you explain why at 5:59 we have 1200*0.48*0.5 for suspended mass (m)?