Kinematic objectives

Allright. Let's go back, take a look at our general suspension objectives and come up with a strategy for achieving said goals by use of kinematics.

Just so we're clear on terminology here...

kin⋅e⋅mat⋅ics
–noun (used with a singular verb) Physics.
1. the branch of mechanics that deals with pure motion, without reference to the masses or forces involved in it.

As opposed to...

ki⋅net⋅ics
–noun (used with a singular verb) Physics.
the branch of mechanics that deals with the actions of forces in producing or changing the motion of masses.

Kinematics I focus on inclination and steer angles of the tire relative to the ground (for obvious reasons) as well as the pitch and roll attitude of the chassis which drives it, and has a big effect on aero.

Kinetics I focus on distribution of steady state tire loads, and controlling load variation on the sprung and unsprung masses.

Anyway. Suspension objectives were:

• High grip levels in cornering, trail-brake entry, and on-throttle exit
• Predictable, smooth transitions between corner phases
• Predictable, smooth reaction to bumps and load transfer
• Appropriate range of adjustment
• Quick method of changing chassis parameters

So how the fuck are we going to attack that? Before I go further, with all this text I can see I've lost your attention. Enjoy this fresh, hip new musical interlude...

First item, the grip levels... I haven't picked a tire yet so I can't go after static and dynamic camber, dynamic change in VSAL, etc.

As far as the rest go though, I'm thinking minimizing ___-steer (bump-steer, roll-steer) is going to be F essential. Bump steer in particular, as I'm thinking "bump" inputs from road undulations and rapid application of the brakes would be the most abrupt wheel transition, with roll inputs being a bit smoother. Even with that, I know the ___-steer curves will be different at static ride, at full roll, full pitch, etc.

This is gonna be a pain in the ass.