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Weight transfer is generally of far less practical importance than load transfer, for cars and SUVs at least. For instance in a 0.9g turn, a car with a track of 1650 mm and a CoM height of 550 mm will see a load transfer of 30% of the vehicle weight, that is the outer wheels will see 60% more load than before, and the inners 60% less.
The unsprung mass (colloquially unsprung weight) of a vehicle is the mass of the suspension, wheels or tracks (as applicable), and other components directly connected to them. This contrasts with the sprung mass (or weight) supported by the suspension, which includes the body and other components within or attached to it.
Total weight transfer (sum of front and back), in steady cornering, is determined by the ratio of the height of a car's center of gravity to its axle track. When the weight transfer equals half the vehicle's loaded weight, it will start to roll over. This can be avoided by manually or automatically reducing the turn rate, but this causes ...
Sprung weight transfer is the weight transferred by only the weight of the vehicle resting on its springs, and not by total vehicle weight. Calculating this requires knowing the vehicle's sprung weight (total weight less the unsprung weight), the front and rear roll center heights, and the sprung center of gravity height (used to calculate the ...
The gross vehicle weight rating (GVWR), or gross vehicle mass (GVM), is the maximum operating weight/mass of a vehicle as specified by the manufacturer [6] including the vehicle's chassis, body, engine, engine fluids, fuel, accessories, driver, passengers and cargo but excluding that of any trailers.
Vehicle dynamics is the study of vehicle motion, e.g., how a vehicle's forward movement changes in response to driver inputs, ... Weight transfer and load transfer; Yaw;
Weight distribution is the apportioning of weight within a vehicle, especially cars, airplanes, and trains. Typically, it is written in the form x / y , where x is the percentage of weight in the front, and y is the percentage in the back.
Many properties of the vehicle affect the understeer gradient, including tyre cornering stiffness, camber thrust, lateral force compliance steer, self aligning torque, lateral weight transfer, and compliance in the steering system. Weight distribution affects the normal force on each tyre and therefore its grip.