On power the centerline of the axle must move forward, pushing against the main chassis. The shock spring and DF resist this movement thru compression force, so harder spring = more on power steering

i would disagree. if the shock compresses off power, then how would you explain more pod droop increasing steering?

another reason I think it is the other way around is because, the front wheels free wheel. so for a car to slow or brake, it takes the rear wheel to slow the car down. when the rear wheels produce drag to slow the car down, it allows the weight of the car to shif forward and the shock extends. that is why you increase shock length to get more off power steering.

on power = shock compresses
off power = shock extends

Due to the motor climbing the spur gear it's de-compressing it, not compressing it during acceleration. Axle is where it is, can't move forward. The teeth on the pinion push down, tire face wants to move forward. The motion is probably more like a 45 degree angle. The result is the car goes forward but the movement that leads to that is not horizontal (or the shock would never move). If you were to sit your car on the bench and screw the tires to the surface and give it the gas, you'd watch the pod start to lift at the nose, fully extend the shock and finally pull the front tires.

There is no downforce for quite a while. Ever notice how fast a car with no front body posts has to go to get the body to lift at the front when the front body clips are gone?

I'm of the opinion that the body helps low speed by altering the roll of the car, simply by adding weight up high.

Weight transfer. In addition to the differences in steering that can be achieved by running the car with the pod level, pod nose low, or pod nose high from a static position.

b

I am not sure I understand your statement. increase pod droop is done by increasing shock length. so if you are saying weight transfer is the cause of the increase in steering, I would have to agree with that part, but the increase in weight transfer is due the extended shock length allow more weight to shift forward. and there for the shock extends.

also, i understand that the motor climbs the spur, but the tire also produces tangental forces. And the sum of all these forces would be zero, but the addition of friction between tire and ground allows the tangental forces that are in the forward direction to move the car foward. if the tire were to spin in a vacumn, the car would neither move forward or backward.

...lol...

We're all amateur engineers at heart.

i don't claim to know. i think i am considered newtonian. because my understanding is mostly by observation.

The older I get the less convinced I am that I know anything. But I have stronger opinions about things.

Here's another example of something that could be discussed to death. I am of the opinion (for now) that camber (relative to our cars) is little more than fine tuning for caster. And has no real value in and of itself. But is important as it relates to caster. There is never a side load on the tire unless you're turning. and caster over-runs camber by a 4:1 ratio most of the time.

Mitch Witteman and I debated this one weekend. We have different opinions on the matter. but it's still fun to discuss.

<looks for the can of worms... Ah yes, here it is.>

i can see that.

o.k I probably missed this in an earlier post but .......I thought the purpose of DROOP as it relates to us was that it adjusted the center of gravity in the car,and and by moving the centerr forward you increased steering as well as stability. Is this what you are saying?

I relate the droop we set to how we limit excess upward chassis travel when tuning a touring car. When under power the droop prevents unwanted decompression of the shock, extending the shock. I agree with Bob. The front chassis weight to power ratio and body downforce keeps the car set on all four, unless you are Dumas and go down the straight on only the rear wheels.

i have not heard that. i would think that increasing droop, increasing steering move the cg back. but that is if as weight is transfered forward the shock is extended. if the shock compresses, then I can see that cg move forward. but I can not see how lengthening the shock would move the cg more forward.

but then how does droop increase/decrease off power steering? just as in TC, increasing droop allow the back end to jack up higher and therefore allowing more weight to shift forward. in 1/12 I see it more at the pivot of a link car. so as you increase the length of the shock it increase how much up travel the center pivot is allowed to raise and therefore more weight forward and more steering.

i don't see how compression of the shock off power would be controlled by droop.

Where did I miss that last part... about droop having anything to do with compression? I understand droop to affect/limit the positive pitch of the rear pod when under power.