Sort of. Antidive takes the spring and shocks out of the weight transfer
equation. The spring rate and damping of th tires is controlling the
forward weight transfer. Now if your brake balance is set up properly for
steady-state maximum braking, you will get front brake lockup with the onset
of heavy braking with a geometry high in antidive.
--- Rick Brown
> -----Original Message-----
> From: owner-ba-autox@autox.team.net
> [mailto:owner-ba-autox@autox.team.net]On Behalf Of James Creasy
> Sent: Wednesday, July 02, 2003 8:42 AM
> To: Rick Brown; Kevin Stevens; Larrybsp@aol.com
> Cc: BayArea Team.Net
> Subject: Re: antidive
>
>
> so anti-dive acts as a stiffer spring, but just when decelerating? this
> reminds me of using sway bars to differentially increase spring rate for
> lateral weight transfer (turning). this would seem to be a good thing to
> me.
>
> i dont want any higher front spring rate, as it has a big effect on ride
> comfort.
>
> james
> OSP - Obtuse Suspension Problems
>
> ----- Original Message -----
> From: "Rick Brown" <rbrown7@covad.net>
> To: "Kevin Stevens" <Kevin_Stevens@pursued-with.net>; <Larrybsp@aol.com>
> Cc: "BayArea Team.Net" <ba-autox@autox.team.net>
> Sent: Sunday, June 29, 2003 7:15 PM
> Subject: RE: antidive
>
>
> > Antidive increases the rate that the weight transfers. Same physics hold
> for
> > braking as for cornering as Kevin noted. You don't want to transfer the
> > weight too quickly for reasons Larry states, but you want the car
> responsive
> > for quick transitioning. It's a tradeoff.
> >
> > > -----Original Message-----
> > > From: owner-ba-autox@autox.team.net
> > > [mailto:owner-ba-autox@autox.team.net]On Behalf Of Kevin Stevens
> > > Sent: Saturday, June 28, 2003 11:28 PM
> > > To: Larrybsp@aol.com
> > > Cc: BayArea Team.Net
> > > Subject: Re: antidive
> > >
> > >
> > > On Saturday, Jun 28, 2003, at 23:10 US/Pacific,
> Larrybsp@aol.com wrote:
> > >
> > > > eliminate antidive in autocrossing. Its a beneficial characteristic.
> > > > Without
> > > > antidive as soon as you hit the the brakes you are going to compress
> > > > the front
> > > > springs and increase the load on the front tires. Remember the
> > > > traction circle. If
> > > > the tire is loaded from braking forces it loses turning capability.
> > > > Not only
> > >
> > > Aren't you transferring the weight up front anyway? Just as was
> > > mentioned the other day with lateral transfer, how much is transferred
> > > is just a factor of the CG and deceleration rate. Or is it that
> > > regardless of the transfer, you don't want to get that much suspension
> > > movement?
> > >
> > > > have you have used up much of your suspension travel, when
> you start
> > > > your
> > > > turn and introduce body roll you can bottom your suspension at which
> > > > point you
> > > > have no suspension and all the weight transfer load will go to that
> > > > tire causing
> > > > it to lose traction.
> > >
> > > Got it. So analogous to lateral roll, it's A Bad Thing primarily
> > > because it upsets the suspension or takes it out of the favorable part
> > > of its operating range, not because of any inherent physics reason,
> > > right?
> > >
> > > KeS
|