Unsprung weight should be ranked highly in the motorsports enthusiast's mind.
Unsprung weight is "that portion of the total weight of the vehicle which is not supported by the suspension springs." (A big thanks to Carroll Smith for that.) That is, unsprung weight is, on a fully independently suspended vehicle, the mass of the tires, wheels, lug nuts/bolts, hubs, brake discs, calipers, pads, dust shields, and arms. (i.e. everything that droops when one jacks up the car) For solid-rear-axle-equipped vehicles, the entire rear axle assembly is unsprung weight. Lower unsprung weight has several benefits: better suspension motion characteristics due to less taxed shocks and springs, better steering feel, and, with lighter wheels, (and tires, if possible) better braking and acceleration. Thus, bling wheels and too-big brake conversions are just stupid.
Have any questions on unsprung weight? Ask 'em here, and I'll try to answer them to the best of my ability.
Unsprung weight is "that portion of the total weight of the vehicle which is not supported by the suspension springs." (A big thanks to Carroll Smith for that.) That is, unsprung weight is, on a fully independently suspended vehicle, the mass of the tires, wheels, lug nuts/bolts, hubs, brake discs, calipers, pads, dust shields, and arms. (i.e. everything that droops when one jacks up the car) For solid-rear-axle-equipped vehicles, the entire rear axle assembly is unsprung weight. Lower unsprung weight has several benefits: better suspension motion characteristics due to less taxed shocks and springs, better steering feel, and, with lighter wheels, (and tires, if possible) better braking and acceleration. Thus, bling wheels and too-big brake conversions are just stupid.
Have any questions on unsprung weight? Ask 'em here, and I'll try to answer them to the best of my ability.
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