> Thanks for the reply Doug - I did try to convince our local library that
> RCVD would be a popular and entertaining book for all the family, but they
> were unimpressed with the asking price....... :0)
> > With my slow newsfeed, this might be old news already...
> > Inboard vs outboard brakes do make a difference in the pitch angle of the
> > chassis. With outboard brakes, the caliper force is passed through the
> > suspension link(s) to the chassis. With inboard brakes, the caliper is
> > tied directly to the chassis. If you think about a simple trailing arm
> > (or leading arm) suspension with a short side-view swing-arm length, this
> > might be more obvious. Look at the caliper reaction with outboard
> > and then with inboard brakes.
> > The caliper reaction forces are different from the forces coming from the
> > tire contact patches.
> > There is quite a bit on this in RCVD, and the way sims are going (more
> > detailed chassis models) I can see a bright future for sales of our books
> > <grin> to players that really want to understand the subtle effects of
> > car setup.
> > -- Doug Milliken
> > www.millikenresearch.com
> > > > Another thing; when calculating anti-dive/squat, the pitch moment arm
> > > > changes depending on whether you use inboard or outboard brakes.
> > > > However, this doesn't count for rolling resistant forces, right? And
> > > > also not for engine braking torque, right?
> > > Ruud has now implemented this anti-* system in Racer and I've been
> trying to
> > > understand why it works like it does. There's a summary of how the
> anti-*
> > > systems affect pitch at
> > > http://www.racer.nl/reference/carphys.htm#suspanti_pitch but no real
> > > explanation...
> > > Why should inboard brakes (as opposed to outboard) alter the way a car
> > > pitches?
> > > Why should the wheel centres ever be used as one end of the "pitch
> moment
> > > arm", when it appears that the only forces entering the chassis are
> coming
> > > from the contact patches? (and as such can't be passing through the
> wheel
> > > centre if you assume non-zero lateral or longitudinal forces)
> > > What exactly does braking and driving mean in the "Direction" column of
> > > Ruud's table, and how would you treat braking whilst travelling in
> reverse?
> > > How come a car with no anti-* at all will pitch forward more under
> brakes
> > > than it will pitch backward under acceleration of the same magnitude?
> > > I hope I'm still on topic here, I'm trying to understand how real cars
> work
> > > so that I can tweak car suspension settings in a sim, but if anyone can
> > > throw me an URL or two where I can read up on this stuff a little then
> I'd
> > > be most grateful :0)
> > > Cheers
> > > Jim
