Originally Posted by daleburr
LOL at the made-up physics in this post.
Lower CoG = less weight transfer = more overall grip, due to tyre load curves being non-linear. As you transfer weight to the outside tyre it gains a small amount of grip, but the inside tyre loses a larger amount of grip, so you have less grip overall.
This is why every racing car designer in the world tries as hard as possible to lower the CoG.
As a huge F1 fan I so respect the knowledge you bring to the table. You are certainly correct in your assessment of my post as it relates to full size road racing cars. However, I was speaking purely in the context of R/C Sedans. In later posts there was some discussion about some significant differences between the two.
For example, front spools, chassis flex, tire performance and function, the lack of sophistication in our suspension and dampers, etc...
In order to get our cars to perform we use massive and often violent weight transfer to increase and reduce tire traction at different ends/corners of the car. Years ago we started with full scale suspension best practices. However, over time we have naturally evolved to settings that would appear to be nonsense to a proper suspension engineer.
For example, flexi chassis, how under sprung and under damped the fronts of our cars are compared to the rear, how we use suspension down stops and chassis lift to intentionally break traction or exaggerate/limit weight transfer...
Part of the reason for this is our tires. They are relatively low in grip and really are remarkably durable. To get our cars to turn we internationally break traction and slip the tires to a degree that would destroy full scale tires.
FYI, we have had more grippy tires in the past. ProLine S3's in the late 90's allowed us to run low roll, stiff chassis...similar to full scale but the tires would be destroyed in a 4 min Mod run outdoors. Foam tires gave us grip on carpet with similar stiff cars and settings.
The S3's were replaced by belted slicks and a shift to flexi chassis and soft suspension. Ultimately we have achieved far higher speeds and cornering forces than with previous settings/tires. Well except for foam tires on carpet but that’s another discussion.
I would say current R/C sedan suspension settings have more in common with full scale rally racing than road racing cars.
I still stand behind my initial assertion that lowering the CG of a sedan would reduce traction.
I am not an engineer but I have been racing 20 years, I was the VP of US Ops for Schumacher for 7 years (the good years), helped in developing several generations of sedans, 1/12 and WGT cars (Schumacher and BMI Racing). Most importantly my cars are almost always spot on setup wise.
Sorry for the long post but I just wanted to clarify things.