F1 Suspension Geometry
We would suggest running the camber at a fairly high negative angle.
F1 suspension geometry. This will ensure that our car leans in to the tyre without dragging it across the surface. On a formula one car the suspension elements can be grouped into three sections the inboard suspension the outboard suspension and the elements that are in the airflow. As the nose cone is in a raised position this entails that the suspension arms take a distinctly inclined angle with respect to the road surface reducing suspension efficiency. It allows a greater proportion of the treads width to be in contact with the ground ie.
As a wet russian grand prix is not the easiest place to keep your car from. The suspension elements on an f1 car are similar in concept to those on a road car so all four corners of the car are sprung independently. Suspension geometry running camber settings close to 0 helps a lot with keeping the car pointing in the right direction. There are plenty of theories behind proper suspension geometry for a race car however it becomes much more complex to analyse these mechanics at f1 level as downforce the biggest performance differentiator in the sport plays an important role in the design calculations.
Here the keel is removed entirely and the suspension is mounted directly to the chassis. But it is perhaps the subtle suspension geometry changes it allows that have been of most interest to the design team. The suspension geometry is the part of our f1 2020 japan setup where we will look to protect our front tyre wear. In response to this many f1 teams have developed zero keel chassis designs.
On a formula one car the suspension elements can be grouped into three sections the inboard suspension the outboard suspension and the elements that are in the airflow.