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Fantastic Info What makes a Good Race, Rally or Track Car - obp Tech Session

Hello to all you Race Drivers.

One of our obp Tech Session members asked me:

Hey Grant. I must admit, I enjoy your obp e-tech sessions.

I don't know how many other readers out there are driving rear heavy cars or cars that tend to have lift-off oversteer like my Porsche, but it might be cool to see some of these tips and how they crossover or differ in cars with those sort of handling characteristics. Just a thought. Thanks! Cameron

So I gave this a bit of thought and did some research, and this is what I came up with.

Please Enjoy.

Choosing A Suitable Starting Point:

The most crucial part of developing a fast car is to select a suitable vehicle to work on. It's much easier to develop a car which has decent natural driving characteristics than it is to try and dial out the weaknesses of a poor car. This article describes how to recognise a car with natural talents as a result of the engine and driveline layouts.

Engine and driveline layout considerations The following points are the most crucial factors to take into account when considering the engine and driveline layouts of a car for the track: The moment of inertia (flywheel effect) of the car The moment of inertia is a physics term which describes how difficult it is to turn an object. Think about a hammer with the head at one end versus the head in the middle. The one with the head in the middle will be much easier to rotate around the central point as most of the weight is concentrated there.

The moment of inertia in a car varies depending on whether the heavier components are located close to the centre or towards the extremities. The more spread out from the centre, the more difficult it is to rapidly change the direction the car is traveling. Mid engine cars thus have the greatest natural agility.

Weight distribution:

Many sports car manufacturers strive for a 50:50 weight distribution, and this is another important factor which contributes to the natural handling ability of the car. The closer you get to a 50:50 weight distribution, the more balanced the car becomes due to more equal weight being divided between each of the four wheels. The weight acting on any tyre affects the level of grip it can provide, and cars with one axle providing more grip than the other can lead to handling issues on the limit. The division of grip demands for drive and steering A tyre can only provide a finite amount of grip and if you're using it all up by accelerating hard, there will be none left for cornering. The front wheels exert most of the cornering effort and in a front wheel drive car they also have to accelerate and provide most of the braking. The ideal scenario is to provide the drive via the rear axle, and allow the front wheels to concentrate on steering.

Front engine cars:

Front engine

Front wheel drive Most commonly available

Easy to find and cheap May need some tweaks to handle well on the track Front engine

Rear wheel drive:

Good weight distribution

Can be prone to oversteer

If you're buying a road car to convert to a racing machine chances are you'll end up with the engine in the front. The majority of cars on the road are front wheel drive due to the convenient packaging which means they're generally cheaper than alternatives. The front engine, rear wheel drive combination provides good weight distribution, but has a higher moment of inertia than mid engine varieties. In general, this layout has most of the advantages of much more specialist cars with very few drawbacks so can be a very good choice for a track car.

The disadvantage of the front engine, front wheel drive layout is that the driven wheels have the additional demands of steering.

This means if you're accelerating hard, ess grip is available for cornering and this can result in understeer.

The lighter rear end can also have a tendency to 'come round' if you lift off the throttle mid-corner, as the forward weight transfer reduces the grip at the back to very low levels.

Mid engine (rear of four wheel drive):

Low 'moment of inertia' Easy to achieve 50:50 weight distribution If the engine is mounted between the rear axle and the driver, you're in a mid engine car. The main advantage of mid engine cars is that they have a low 'moment of inertia'. This means when cornering it is easier to turn the car to a new direction, thus increasing the maneuverability and stability. In addition less rotational momentum is generated, which can lead to oversteer.

Most sports car manufacturers aim for a 50:50 weight distribution to provide neutral handling characteristics, and with mid engine cars it is much easier to achieve this. Even though some front engine rear wheel drive cars may have a 50:50 weight distribution, they will have a higher 'moment of inertia' due to the majority of the weight being at the extremities. Think of twisting a hammer with a head at one end versus a head in the middle. An additional benefit of the mid engine layout is that the mass of the engine is more equally split between all four wheels which leads to naturally neutral handling characteristics.

Rear engine (rear or four wheel drive):

High moment of inertia - it wants to keep turning even when steering has stopped and resists changes to rotation

High available grip off the line and under acceleration

On paper, a rear engine car is a potentially unstable design

The heavy end generates much more momentum than the light front end and is more difficult to slow down and change direction. Think of an arrow flying in reverse! Rear engine cars can be prone to oversteer when lifting off the throttle or braking during a corner. Even when braking with locked wheels in a straight line you can find the back of the vehicle has a tendency to come round. Rear engine cars must be treated with respect - when oversteer is invoked it can be very difficult to control.

Having said that, some of the best track cars of all time have been produced by Porsche and clever car setup and tuning can allow rear wheel drive to produce astonishing results. The front wheels are free to use all available grip for steering, and the weight transfers under acceleration provide plenty of traction at the back.

Thank you for your time.

About the Author

I am Grant Loc and have been involved in Motorsports for over 15 years and the Director of obp Ltd. obp Ltd manufacture top quality motorsport parts and supply leading motorsport teams and suppliers World wide. obp Ltd manufacture race car pedal boxes, hydraulic handbrakes,

alloy fuel swirl pots

, alloy tanks, race battery brackets etc. Web Site:
www.obpltd.com

How do I get into motorcycle racing?

I have been saving up for the track gear, and I have my basic MSF rider's course done. I ride a 2000 250cc Ninja. Mid Ohio raceway is close to me and they have novice rider courses. Should I take an advanced rider course first? After I take the classes, how do I know when I am ready to race? What leagues do I enter? I am really clueless about how the whole scene works. So anyone who is knowledgeable about it, I could really use a run-down.

At the moment, go to the AMA road racing site and it gives you the full details.

I dont think there is a cup for just your model, and its too old now anyway.

The AMA is due to change to the DMG very soon, so you will be better off asking at your local track what are the entry regulations and class's.

I have all the info for starting in the UK, but in the U.S its very different.

Anders Krohn - F2000 mid race action Road America