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Most helpful customer reviews
24 of 25 people found the following review helpful.
Great resource for car enthusiasts!
By Camber
Being both an engineer and a car enthusiast, this book is right up my alley. I approached it with much anticipation, and at the end I wasn't disappointed. Though a few points could have been explained better and benefitted from more graphics, overall the book is plenty clear, covers a lot of material, and includes enough derivations of equations to satisfy people with a good physics background. I highly recommend this book to every car enthusiast, since it can greatly deepen your understanding of how cars should be designed and driven, and the challenges involved in both.
The following are my notes on the points from the book I personally found most worth remembering:
(1) Acceleration equals TG/mR, where T is engine torque (minus drivetrain losses of about 15% to 25%), G is overall gear ratio, m is car mass, and R is wheel radius. This equation shows that acceleration is primarily related to torque rather than horsepower, but acceleration must drop with higher speed as G increases.
(2) Since P = Fv and F = ma, a = P/vm, so horsepower is also important, since it can be viewed as the ability to generate acceleration at a given speed, but maximum acceleration is still inversely related to speed, as noted above. This is why cars have higher accelerations (and can spin their wheels) at lower speeds as compared to higher speeds.
(3) The maximum grip of street tires is about 1.1 g, so for powerful cars, tire grip, rather than torque or horsepower, is the limiting factor in acceleration at lower speeds. Specialized tires for drag racing can generate a grip of more than 4 g under ideal conditions. And because of the grip limit, AWD cars can achieve up to about 25% better acceleration than 2WD cars. Considering all of this, the best 0-60 time attainable is about 2.5 s (1.1 g acceleration the whole time). Race cars improve traction and stability by using wings and ground effects to produce substantial down force.
(4) Large-displacement naturally-aspirated engines typically have more low-rpm torque and higher overall acceleration. By contrast, forced induction (turbocharged or supercharged) engines compress the air entering the cylinders and have a more peaked torque curve.
(5) Top speed is the point where acceleration drops to zero, and thus the force generated by the engine equals aerodynamic drag (roughly proportional to speed squared) and rolling resistance. Because of the effect of gearing ratio, this force (and thus top speed) is not always achieved in top gear, but rather in the next lower gear.
(6) Maximum overall acceleration is typically achieved by upshifting at redline, or a little below redline.
(7) Acceleration can generally be increased by increasing gear ratio, but this is at the expense of lower top speed and lower fuel economy.
(8) Power is defined as torque x rpm (analogous to Fv), so the horsepower curve is implicit in the torque curve, the two curves always intersect at 5252 rpm (assuming units of horsepower and lb-ft), and the shape of the horsepower curve can readily be inferred from the shape of the torque curve. Also, peak horsepower will typically occur at higher rpm than peak torque.
(9) On the track, the fastest possible lap time is achieved by finding the optimal racing line and keeping the car at its limit along this racing line. The racing line varies somewhat between cars. Because of the banked track, Indy cars lap at an average of 225 mph.
(10) The friction circle shows the limits of a car's grip in the longitudinal and lateral directions. For the best lap time, a car should be kept close to this circle as much as possible (though staying strictly on the circle is physically impossible, due to the need to switch from acceleration to braking, and switching direction of turning). For cars which generate significant aerodynamic downforce, the friction circle will vary with speed. Also, tire temperature affects grip, and thus the diameter of the friction circle.
(11) Speed achievable through a turn is proportional to the square root of radius (and tire friction), so the radius should generally be maximized. However, when sequential turns are involved, a line must be chosen which is optimal for the group of turns.
(12) An implication of the friction circle is that there must be an inverse relationship between braking/acceleration force and turning force. This means trailing off the brakes while turning into a corner, and gradually adding throttle while unwinding the steering while on exiting a corner (after the apex). Exit speed from turns is especially important, especially if followed by long straights, and higher exit speed is achieved by later apexing (slow in, fast out). Later apexing is also generally safer.
(13) A non-flat track changes the optimal racing line and acceleration/brake points, since crests decrease grip and sags increase grip ("compression").
(14) The CG is one of a car's most important performance parameters, the CG height perhaps being most important, since this directly affects load transfer, and low CG is also needed to ensure slipping before rolling (most passenger cars need 1.3 to 1.5 g of lateral force to roll over, so slipping occurs first if tire grip is less than 1.1 g). A 50/50 weight distribution from front to rear is also desirable.
(15) Tires are among the most important and complex factors affecting a car's performance. Tires must be properly inflated to prevent uneven wear, and tire pressure increases as tires become warmer.
(16) Tire grip is due to both adhesion and mechanical grip. In wet conditions, adhesion is lost more than mechanical grip. Grip is generally optimal when tires are warm. Grip increases with vertical load up to a point, and then decreases with further vertical load.
(17) When turning, the angle of the tires generally doesn't match the direction of the car's movement, and the difference is the slip angle. Slip angle generates both lateral force and induced drag (which slows the car).
(18) A car with equal slip angles front and rear is neutral. Higher slip angle for the rear results in oversteer, whereas higher slip angle for the front results in understeer ("pushing"). At low speeds, slip angles are small enough to be neglected. At higher speeds, slip angles increase, and tendency to oversteer or understeer may depend on speed. Nearly all production cars are designed to understeer, since slowing down will tend to restore front grip and thus reduce understeer.
0 of 2 people found the following review helpful.
Three Stars
By Dave Morell
Item was not new as advertised. Has writing in it...
16 of 18 people found the following review helpful.
Excellent Tune Up
By John Fontanella
I read the book and went out and bought a race car. Of course, simplistic statements like that, though highly valued in the worlds of politics and news reporting, require explanation. For a little more than a year I had been thinking about doing some sort of racing. I did a couple of SCCA (Sports Car Club of America)-sponsored PDXs (performance driving experiences) at Summit Point Raceway and an autocross. Those were done in slightly modified "street" cars. (I try to only drive MGBs but sometimes it rains or they are on fire.) After the PDXs, that include classroom sessions in addition to driving, I was left with a large number of questions. Chuck Edmondson's book answered them all. I finally felt comfortable enough with the racing line, braking, accelerating and construction of a car (and tires) to make the investment.
The book does a wonderful job with both car fundamentals and physics. It's a rare book in that sense and is only possible because the author is an avid amateur racer and was trained in physics and has taught it for many years. I've already pointed out the usefulness of the car part (no pun intended) and I can't resist saying a few things about the physics (probably because I'm an ex-physics teacher). The book does the physics correctly and that, in itself, should make it worth reading. For example, someone finally has had the guts to point out that "weight transfer" should really be referred to as "load transfer." Weight can't be transferred. If weight could be transferred, it would make a lot of people on diets very happy. However, one doesn't have to know physics to read the book. It is not a novel, but anybody who wants to know about fast cars or racing should read it. There are equations in the book, a few of which I found to be mysterious (I gather that those are more familiar to engineers.). However, the purpose of each equation is clearly described in the book. In almost all cases understanding why the equation is there is sufficient for a useful reading of the book. In some cases, the detailed use of an equation is given in the book.
In summary, I strongly recommend this book to anyone who wants some new perspectives on fast cars, racing or physics.
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