Anyone's baby pull left when accelerating?
10-26-2010, 09:44 PM
#1
Burning Brakes
Thread Starter
Anyone's baby pull left when accelerating?
It's a lot more noticeable when you really hit the throttle. Braking is not a problem with no deviation from a straight line.
Having to put a moderately-strong grip on the steering wheel and pull her back to the center is somewhat of an annoyance.
Tires are properly inflated and were recently balanced. The car did pull left before the balance as an FYI.
It's doesn't seem to be that big of a problem, but I would like to prevent it from getting any worse if something needs to be taken care.
Any ideas, fellow C5'ers?
Having to put a moderately-strong grip on the steering wheel and pull her back to the center is somewhat of an annoyance.
Tires are properly inflated and were recently balanced. The car did pull left before the balance as an FYI.
It's doesn't seem to be that big of a problem, but I would like to prevent it from getting any worse if something needs to be taken care.
Any ideas, fellow C5'ers?
10-26-2010, 09:53 PM
#3
Administrator
Member Since: Mar 2001
Location: In a parallel universe. Currently own 2014 Stingray Coupe.
Posts: 342,577
Received 19,186 Likes
on
13,910 Posts
C7 of the Year - Modified Finalist 2021
MO Events Coordinator
St. Jude Co-Organizer
St. Jude Donor '03-'04-'05-'06-'07-'08-'09-'10-'11-'12-'13-'14-'15-'16-'17-'18-'19-
'20-'21-'22-'23-'24
NCM Sinkhole Donor
CI 5, 8 & 11 Veteran
Haven't really noticed any pull to the car. Will have to pay more attention next time I drive it.
10-26-2010, 11:00 PM
#4
Team Owner
Member Since: May 2001
Location: Virginia
Posts: 24,991
Received 1,227 Likes
on
874 Posts
St. Jude Donor '11
It's a lot more noticeable when you really hit the throttle. Braking is not a problem with no deviation from a straight line.
Having to put a moderately-strong grip on the steering wheel and pull her back to the center is somewhat of an annoyance.
Tires are properly inflated and were recently balanced. The car did pull left before the balance as an FYI.
It's doesn't seem to be that big of a problem, but I would like to prevent it from getting any worse if something needs to be taken care.
Any ideas, fellow C5'ers?
Having to put a moderately-strong grip on the steering wheel and pull her back to the center is somewhat of an annoyance.
Tires are properly inflated and were recently balanced. The car did pull left before the balance as an FYI.
It's doesn't seem to be that big of a problem, but I would like to prevent it from getting any worse if something needs to be taken care.
Any ideas, fellow C5'ers?
10-27-2010, 09:46 AM
#6
Melting Slicks
sounds like you may need to change your diff fluid or add some more limited slip additive. if the clutches in your diff are going out, it could cause this also.
10-27-2010, 11:12 AM
#9
Burning Brakes
10-27-2010, 12:24 PM
#10
Burning Brakes
Thread Starter
Slow Z06, what is corner weighting?
Yello95, I sent the PM to Evil-Twin.
Last edited by GK; 10-27-2010 at 12:50 PM.
10-27-2010, 12:48 PM
#11
Melting Slicks
if the clutches are bad, the fluid needs to be changed, or if it needs more additive, the limited slip doesnt work correctly. This will cause more power to be transmitted to one side.
10-27-2010, 07:53 PM
#12
Le Mans Master
Imagine a car as a four legged chair. In order for the chair to stand steadily, all four legs should be of equal length and as a consequence applying equal pressure on the floor. If one leg is longer, or shorter than the others, we have a chair that rocks, and is unstable.
By the same analogy, the suspension of the (race) car has to be adjusted so that each corner "applies" the same amount of force on the ground, relative to the diagonally-opposite corner, so that the car does not "rock." Scales are placed underneath each wheel/tire to measure the "weight" of each corner, and a "perfect" corner balance would have the sum of the weights of the right-front and left-rear corners equal the sum of the weights of the left-front and right-rear corners.
For example, we have a 200 lb. car, with the center of gravity positioned exactly at the middle of the car. An ideal situation would be that each corner (tire) would apply 50 lbs. of force.
50--| |--50
| |
|200| (Looking at the car from above)
|lbs|
| |
50--| |--50
Corner balance is perfect at LF + RR = RF + LR = 100 lbs.
By the same token, if the CG is positioned a little towards the rear, as in the case of the NSX, we would have:
40--| |--40
| |
| |
|200|
|lbs|
60--| |--60
Corner balance would still be ideal. The same applies if there was a driver (any good race car alignment shop worth their salt would put a ballast equal to the driver's weight in the driver's seat when corner balancing and aligning the suspension). In this example, say the driver weighs 10 pounds
44--| |--41
| |
|10 |
|200|
|lbs|
64--| |--61
Corner balance is still ideal.
Say, for example, one corner is jacked up so it applies 10 lbs more...(refering back to our "perfect" example)
40--| |--60
| |
|200|
|lbs|
| |
60--| |--40
Corner balance is off, with LF(40) + RR(40) = 80 and RF(60) + LR(60) = 120
It would have the same effect as having a leg on that chair a little too long, so the diagonally opposite corner would also apply more force on the ground, with lesser forces on the other two corners. The car, in effect, will "rock."
A car in this situation will have a very poor handling characteristic, and will handle differently when turned left and right. In contrast, a perfectly corner balanced car will handle the same when turning left and right, and will be maximizing tire contact area on all four corners, thus will have more grip all around.
Obviously, to be able to adjust the corner "weights" requires a suspension that has ride-height adjustability. Coil-over springs are mounted on adjustable (screw-type) perches that go up and down on the shock absorber. This allows you to adjust the ride height, as well as make fine tune adjustments to the "weight" of each corner on the road.
By the same analogy, the suspension of the (race) car has to be adjusted so that each corner "applies" the same amount of force on the ground, relative to the diagonally-opposite corner, so that the car does not "rock." Scales are placed underneath each wheel/tire to measure the "weight" of each corner, and a "perfect" corner balance would have the sum of the weights of the right-front and left-rear corners equal the sum of the weights of the left-front and right-rear corners.
For example, we have a 200 lb. car, with the center of gravity positioned exactly at the middle of the car. An ideal situation would be that each corner (tire) would apply 50 lbs. of force.
50--| |--50
| |
|200| (Looking at the car from above)
|lbs|
| |
50--| |--50
Corner balance is perfect at LF + RR = RF + LR = 100 lbs.
By the same token, if the CG is positioned a little towards the rear, as in the case of the NSX, we would have:
40--| |--40
| |
| |
|200|
|lbs|
60--| |--60
Corner balance would still be ideal. The same applies if there was a driver (any good race car alignment shop worth their salt would put a ballast equal to the driver's weight in the driver's seat when corner balancing and aligning the suspension). In this example, say the driver weighs 10 pounds
44--| |--41
| |
|10 |
|200|
|lbs|
64--| |--61
Corner balance is still ideal.
Say, for example, one corner is jacked up so it applies 10 lbs more...(refering back to our "perfect" example)
40--| |--60
| |
|200|
|lbs|
| |
60--| |--40
Corner balance is off, with LF(40) + RR(40) = 80 and RF(60) + LR(60) = 120
It would have the same effect as having a leg on that chair a little too long, so the diagonally opposite corner would also apply more force on the ground, with lesser forces on the other two corners. The car, in effect, will "rock."
A car in this situation will have a very poor handling characteristic, and will handle differently when turned left and right. In contrast, a perfectly corner balanced car will handle the same when turning left and right, and will be maximizing tire contact area on all four corners, thus will have more grip all around.
Obviously, to be able to adjust the corner "weights" requires a suspension that has ride-height adjustability. Coil-over springs are mounted on adjustable (screw-type) perches that go up and down on the shock absorber. This allows you to adjust the ride height, as well as make fine tune adjustments to the "weight" of each corner on the road.
10-27-2010, 08:43 PM
#13
Safety Car
Member Since: Jun 2006
Location: Wildomar CA
Posts: 3,787
Likes: 0
Received 0 Likes
on
0 Posts
My Z and my Vert both do it. The problem is the car has to overcome pushing a big heavy vehicle forward. The sideways motion is due to some of that released energy not being applied to the forward momentum of the car. It is easier for the spinning tires to go to the side than forward because they have more resistance in the forward direction.
Works in a similar way with decelerating. Try pulling your ebrake some time and see what happens.
You would not notice this as much in a front wheel drive car or AWD due to how the power is applied and the physics involved.
Most people who talk big about not being afraid of high horsepower cars become very silent when they feel this sideways force under hard acceleration. They simply aren't ready for it.
My Z and Vert both pull to the right under hard acceleration.
Fun physics game. Have you passenger try to reach out and grab the dash handle when you get on it. I have only had a few who could do it
Drag cars experience this less because they do everything in their power to get the vehicle weight further back. The more weight over the rear the less this occurs. While the more weight over the front the more this would occur.
Works in a similar way with decelerating. Try pulling your ebrake some time and see what happens.
You would not notice this as much in a front wheel drive car or AWD due to how the power is applied and the physics involved.
Most people who talk big about not being afraid of high horsepower cars become very silent when they feel this sideways force under hard acceleration. They simply aren't ready for it.
My Z and Vert both pull to the right under hard acceleration.
Fun physics game. Have you passenger try to reach out and grab the dash handle when you get on it. I have only had a few who could do it
Drag cars experience this less because they do everything in their power to get the vehicle weight further back. The more weight over the rear the less this occurs. While the more weight over the front the more this would occur.
Last edited by Z06Electron; 10-27-2010 at 08:49 PM.
10-27-2010, 09:21 PM
#14
Burning Brakes
Thread Starter
My Z and my Vert both do it. The problem is the car has to overcome pushing a big heavy vehicle forward. The sideways motion is due to some of that released energy not being applied to the forward momentum of the car. It is easier for the spinning tires to go to the side than forward because they have more resistance in the forward direction.
Works in a similar way with decelerating. Try pulling your ebrake some time and see what happens.
You would not notice this as much in a front wheel drive car or AWD due to how the power is applied and the physics involved.
Most people who talk big about not being afraid of high horsepower cars become very silent when they feel this sideways force under hard acceleration. They simply aren't ready for it.
My Z and Vert both pull to the right under hard acceleration.
Fun physics game. Have you passenger try to reach out and grab the dash handle when you get on it. I have only had a few who could do it
Drag cars experience this less because they do everything in their power to get the vehicle weight further back. The more weight over the rear the less this occurs. While the more weight over the front the more this would occur.
Works in a similar way with decelerating. Try pulling your ebrake some time and see what happens.
You would not notice this as much in a front wheel drive car or AWD due to how the power is applied and the physics involved.
Most people who talk big about not being afraid of high horsepower cars become very silent when they feel this sideways force under hard acceleration. They simply aren't ready for it.
My Z and Vert both pull to the right under hard acceleration.
Fun physics game. Have you passenger try to reach out and grab the dash handle when you get on it. I have only had a few who could do it
Drag cars experience this less because they do everything in their power to get the vehicle weight further back. The more weight over the rear the less this occurs. While the more weight over the front the more this would occur.
My mechanic said he's done the same thing with his Z06 and co-workers. He's taped $10 bills on the dash in front of the dash handle. He's had "bets" with people saying they can grab the bill if they can get it to it at WOT. I don't know how accurate he was in telling his story, but it still made me laugh.
When I floor it the car does seem to be pushing itself from the rear and to the left. As strange as that sounds, that is how it feels. Yes, I know it's a RWD vehicle, but it literally feels like the car is being pushing so hard from the back that the car is going to lift up front.
10-27-2010, 09:29 PM
#16
Race Director
Member Since: Apr 2005
Location: Wesley Chapel, FL Las Vegas, NV
Posts: 10,032
Received 2,108 Likes
on
982 Posts
Imagine a car as a four legged chair. In order for the chair to stand steadily, all four legs should be of equal length and as a consequence applying equal pressure on the floor. If one leg is longer, or shorter than the others, we have a chair that rocks, and is unstable.
By the same analogy, the suspension of the (race) car has to be adjusted so that each corner "applies" the same amount of force on the ground, relative to the diagonally-opposite corner, so that the car does not "rock." Scales are placed underneath each wheel/tire to measure the "weight" of each corner, and a "perfect" corner balance would have the sum of the weights of the right-front and left-rear corners equal the sum of the weights of the left-front and right-rear corners.
For example, we have a 200 lb. car, with the center of gravity positioned exactly at the middle of the car. An ideal situation would be that each corner (tire) would apply 50 lbs. of force.
50--| |--50
| |
|200| (Looking at the car from above)
|lbs|
| |
50--| |--50
Corner balance is perfect at LF + RR = RF + LR = 100 lbs.
By the same token, if the CG is positioned a little towards the rear, as in the case of the NSX, we would have:
40--| |--40
| |
| |
|200|
|lbs|
60--| |--60
Corner balance would still be ideal. The same applies if there was a driver (any good race car alignment shop worth their salt would put a ballast equal to the driver's weight in the driver's seat when corner balancing and aligning the suspension). In this example, say the driver weighs 10 pounds
44--| |--41
| |
|10 |
|200|
|lbs|
64--| |--61
Corner balance is still ideal.
Say, for example, one corner is jacked up so it applies 10 lbs more...(refering back to our "perfect" example)
40--| |--60
| |
|200|
|lbs|
| |
60--| |--40
Corner balance is off, with LF(40) + RR(40) = 80 and RF(60) + LR(60) = 120
It would have the same effect as having a leg on that chair a little too long, so the diagonally opposite corner would also apply more force on the ground, with lesser forces on the other two corners. The car, in effect, will "rock."
A car in this situation will have a very poor handling characteristic, and will handle differently when turned left and right. In contrast, a perfectly corner balanced car will handle the same when turning left and right, and will be maximizing tire contact area on all four corners, thus will have more grip all around.
Obviously, to be able to adjust the corner "weights" requires a suspension that has ride-height adjustability. Coil-over springs are mounted on adjustable (screw-type) perches that go up and down on the shock absorber. This allows you to adjust the ride height, as well as make fine tune adjustments to the "weight" of each corner on the road.
By the same analogy, the suspension of the (race) car has to be adjusted so that each corner "applies" the same amount of force on the ground, relative to the diagonally-opposite corner, so that the car does not "rock." Scales are placed underneath each wheel/tire to measure the "weight" of each corner, and a "perfect" corner balance would have the sum of the weights of the right-front and left-rear corners equal the sum of the weights of the left-front and right-rear corners.
For example, we have a 200 lb. car, with the center of gravity positioned exactly at the middle of the car. An ideal situation would be that each corner (tire) would apply 50 lbs. of force.
50--| |--50
| |
|200| (Looking at the car from above)
|lbs|
| |
50--| |--50
Corner balance is perfect at LF + RR = RF + LR = 100 lbs.
By the same token, if the CG is positioned a little towards the rear, as in the case of the NSX, we would have:
40--| |--40
| |
| |
|200|
|lbs|
60--| |--60
Corner balance would still be ideal. The same applies if there was a driver (any good race car alignment shop worth their salt would put a ballast equal to the driver's weight in the driver's seat when corner balancing and aligning the suspension). In this example, say the driver weighs 10 pounds
44--| |--41
| |
|10 |
|200|
|lbs|
64--| |--61
Corner balance is still ideal.
Say, for example, one corner is jacked up so it applies 10 lbs more...(refering back to our "perfect" example)
40--| |--60
| |
|200|
|lbs|
| |
60--| |--40
Corner balance is off, with LF(40) + RR(40) = 80 and RF(60) + LR(60) = 120
It would have the same effect as having a leg on that chair a little too long, so the diagonally opposite corner would also apply more force on the ground, with lesser forces on the other two corners. The car, in effect, will "rock."
A car in this situation will have a very poor handling characteristic, and will handle differently when turned left and right. In contrast, a perfectly corner balanced car will handle the same when turning left and right, and will be maximizing tire contact area on all four corners, thus will have more grip all around.
Obviously, to be able to adjust the corner "weights" requires a suspension that has ride-height adjustability. Coil-over springs are mounted on adjustable (screw-type) perches that go up and down on the shock absorber. This allows you to adjust the ride height, as well as make fine tune adjustments to the "weight" of each corner on the road.
Now add a 200# passenger...Oooops
10-27-2010, 09:41 PM
#17
Burning Brakes
Thread Starter
10-27-2010, 09:42 PM
#18
Le Mans Master
Then if you know that you 90% of time have a passenger, add that to the equation. If not, leave it alone. Corner balanced is still better than stock. That said, not everyone wants every thing they can get outta their car. Most are comfortable with stock.
I take my specs with me and verify that they are done accordingly.
I take my specs with me and verify that they are done accordingly.
10-27-2010, 10:26 PM
#20
Team Owner
Member Since: Mar 2004
Location: Oklahoma City OK
Posts: 58,251
Received 1,672 Likes
on
1,295 Posts
C6 of Year Finalist (appearance mods) 2019
I've never noticed it on mine.
