Understanding the simple physics of weight transfer is the key to tuning cars. When stationary, the weight of the car is distributed more or less evenly on all four wheels. Where does the weight of the car go during acceleration? The rear wheels, right? Likewise, during braking the weight is transferred to the forward wheels. Also, during cornering the weight is transferred to the outside wheels. That is, in a left turn, the weight of the car goes to the two wheels on the right (when looking at the car from behind).
理解重量转移的简单物理学原理对于调校赛车来说至关重要。当赛车处于静止状态，赛车的重量差不多平均地分布于所有四个车轮。当赛车加速的时候重量转移到哪儿？后轮，对吗？与此类似，当赛车制动的时候重量会转移向前轮。同样，在过弯的时候重量会转移向外侧车轮。比如，在左转弯，赛车重量会转移至右侧的两只车轮（请看下面图例的赛车）。
Simple, is it?
很简单，是不是？
No, its not!
才不，难死你！

Setting up a purpose built race car, or developing a racing set up for a street car - the principles are the same. Now we will talk about setting any type of the car, not only open wheeler class. In the stock car racing aero is not as important as in open wheel designed car.
设置一辆赛车，或者为公路车提供一个赛车的设置——原理是相同的。现在我们将讨论任何类型车辆的设置，不只限于open wheeler(敞轮车) 类型。空气动力学在stock car(卡车)比赛中不像open wheel(敞轮)赛车那么重要。
We will not take into consideration aerodynamic influences like aero balance, efficiencyor aero grip but only how to reach good mechanical grip with help of weight transfer.
我们将不考虑空气动力学比如空气动力学平衡、效应或空气动力学抓地力等的影响，而只是谈如何通过重量转移的帮助得到良好的机械抓地力。
Key set up changes you can make on the race car are to change springs, anti-roll barsor roll centre height. You are adjusting ride stiffness (a spring change), and/or roll stiffness (springs, anti-roll bars and roll centre height all contribute). Ride and roll stiffness are key inputs in determining the
understeer/oversteer balance of the car.
在一辆赛车上你可以做出的重要设置改变是改变弹簧、防倾杆或侧倾中心高度。你可以调整操控刚度（改变弹簧）和/或侧倾刚度（与弹簧、防倾杆和侧倾中心高度都有关）。操控及侧倾刚度对于决定赛车的转向不足/转向过度平衡非常重要。
The weight transfer setup recognizes the importance of ride height and roll stiffness in determining a good balanced set up for the car. It applies for all cars, especially racing, sports and high performance road cars.
重量转移设置决定了底盘和侧倾刚度对于赛车良好的平衡设置非常重要。这对所有汽车都适用，特别是赛车、运动型汽车和高性能的公路车。
Your shock absorbers are considered after your ride and roll stiffness have been selected. Your shock absorbers control the tire contact with the road on bumpy surfaces, but they are not as effective as a tuning tool, because the slow shock shaft speed forces are too weak to have any effect in weight transfer tuning. The tuning effect we are after is to be able to influence the timing of the weight transfer and shock absorbers are simply to slow.
当你的操控及侧倾刚度已经定下来的时候，就要考虑减震器了。减震器控制着在颠簸或粗糙路面情况下轮胎与路面的接触，不过减震器并不是一个行之有效的调校工具，因为较慢的震动轴(shock shaft)速度形成的力太弱了，不能在重量转移调校上发挥作用。我们追求的调校效果是能够影响适时的重量转移，减震器确实太慢了。

On the next pictures you can see natural Center of Gravity adjusted during design and setup process by mean of adding ballast weight (number 1), and CoG changed by weight transfer during acceleration and braking, and cornering (number 2).
在下一张图中，你可以看到通过在赛车设计和设置过程中添加压舱物来调整赛车基础的重力中心位置（1号）。以及当赛车加速、制动和过弯(2号)的时候重量转移导致CoG（赛车重力中心）发生的变化。

Weight transfer during the squat (acceleration)
加速时的重量转移

Weight transfer during the pitch (decceleration)
减速时的重量转移

Weight transfer during the roll (left corner)
过左弯时的重量转移


Weight transfer during the roll (right corner)
过右弯时的重量转移

Here is an explanation of the reasoning behind the Weight Transfer
The total lateral weight transfer, at a given lateral g-force in cornering, is a function of the mass of the
vehicle, the Centre of the Gravity and the track width.
In the mid corner, we cannot influence the total weight transfer by any other means e.g. not influenced by more or less roll.
But we can influence front vs. rear lateral weight transfer, increase one decrease the other, the balance of the car by the following: Tire tests show that lateral gripincreases with vertical tire load, but in decreasing increments. This is referred to as the "load sensitivity of the tires". Thus, a pair of tires more unequally loaded has fewer grips than two tires more equally loaded. It works out that this mechanism gives us an extremely sensitive adjustment for relative grip between the front and rear wheels of a vehicle.
以下是重量转移背后的推理：
过弯的时候，在某一个侧方G力（重力）作用下，总的侧方重量转移是汽车质量、重力中心和赛道宽度的共同作用形成。在弯心，我们只能用受侧倾影响的方式来影响总体上的重量转移。
不过我们能够影响前端与尾部之间相对侧方重量转移，提升一个降低另外一个，赛车的平衡变化如下：轮胎测试显示，侧方抓地力与轮胎垂直方向的负重成正比增加，但是呈增量递减趋势。这指的就是“负重敏感型轮胎”。这样，负重不平衡的一对轮胎相比负重平衡的一对轮胎会产生更少抓地力。显然这个机制为我们提供了一个前轮和后轮之间相对抓地力极为敏感的调校空间。
We now show how the "roll resistance" is used to apportion the weight transfer front vs. rear. Consider the chassis of the car to be a solid object with a compliant suspension at each end. Analogy of roll resistance in a race car is this: You are carrying a sailboard along the beach with the sail up, you at one end and your friend at the other. Say there is a constant force of the wind in the sail, trying to overturn the sailboard. You and your friend apply counterforce (or resistance), so as to balance the wind force in the sail. If you decrease your counterforce, your friend must increase his counter force a matching amount and vice versa. If the force in the sail changes, either one or both of you have to change the counterforce you apply. This process is sometimes referred to as the "roll couple".
我们现在说说如何用“侧倾抗力”去分配前轮与后轮之间相对重量转移。将赛车的底盘看做一个两端连有适当悬挂的整体。在一辆赛车上侧倾抗力的模型是这样的：假设你扯起一个帆船的帆沿海而行，你在帆船的一端，你朋友在另外一端。假设有一个持续的风力作用于帆，这个力有掀翻帆船的倾向。你和你的朋友给帆施加防止帆船被掀翻的反作用力（或抗力），也就是平衡掉风施加给帆的力。如果你降低你这一端的抗力，你朋友就必须增加他那一端一定数量的抗力，反之亦然。如果帆所受到的风力发生改变，你们两个其中之一或两人都必须改变所给出的抗力。这个过程有时被称为“侧倾力偶”。

Now we can understand that:
现在我们可以理解了：
The stiffer end in roll (higher roll resistance) will transfer more weight, purely because of the extra twist being applied to the chassis vs. the other end. The other softer end will transfer proportionally less weight.
对侧倾更刚性的一端（高侧倾抗力）会转移更多重量，因为相对于另外一端它可以对底盘施加更多的扭曲。更软的一端只能转移相应较少的重量。
We need a stiff chassis to be able to re-distribute tire load in this way. But this is only half the story. We have some weight transfer that goes directly via the suspensionlinks and chassis, not via the springs (see geometric vs. elastic weight transfer below). This still happens on a car with a flexy chassis. When you fit a strut brace to your car, and get better response, this is in part because you are assisting more positive geometric weight transfer.
我们需要一个坚硬的底盘，这样可以重新向轮胎分配重量。但这只是事情的一部分。我们会遇到一些直接通过悬挂和底盘而不是通过弹簧（参考下面的：几何学及弹性重量传导）传过来的重量转移。这种情况会出现在一辆具有弹性底盘的赛车上。当你为赛车装上一根抗压支杆，并得到更好的赛车反应时，一部分原因是你得到了更好的几何学重量传导。（译者PS让我们想想拜恩2015年重新设计了法拉利以拉杆为基础的前悬挂几何构架）
Through tire load sensitivity, the stiffer end looses grip and the softer end gains.
It is the difference in stiffness that counts. An increase in resistance both ends that keeps the split the same results only in less roll and no change in the balance of the car.
通过轮胎负重敏感性原理，更刚性的一端损失抓地力而更软的一端得到更多抓地力。这种刚性程度上的差异是有影响的，在赛车两端都增加同样的抗力仅会导致更少的侧倾，而不会对赛车平衡有影响。
It is meaningless to consider what would happen if the front of the car could roll independently of the rear. The two are inter-dependent. Both ends contribute to one roll angle of the chassis.
考虑如果赛车前端不依赖尾部而单独侧倾会怎样，这是没有意义的。赛车前后两端相互依赖。两端都对底盘的同一侧倾角有作用。
It is the roll stiffness of the "wheel pair" that counts, the combined stiffness of right hand and Left hand springs. In roll only, there is no affect on the balance of the car with different spring rates Right&Left Hand sides, although it does affect balance in pitch and combined roll and pitch (because we are now looking at RH front and rear springs and LH front and rear springs as the wheel pairs of interest).
轮对（wheel pair）的侧倾刚度很重要，它结合了右手螺旋和左手螺旋弹簧的刚性。就只侧倾方面而言，左、右手螺旋弹簧对赛车的平衡没有影响，虽然它会影响通过缓冲垫和联合侧倾杆和缓冲垫（因为我们现在将右手螺旋前后弹簧和左手螺旋前后弹簧视为wheel pairs的益处）的平衡。

Total Weight Transfer is the sum of three very important components that we can calculate:
总体重量转移是3个非常重要元素的总和，我们来数一下：
Non Suspended Weight Transfer:
无悬挂重量转移：
Due to the component of lateral force applied by the weight of the wheels, uprights, brakes etc. For live axle, includes total axle assembly weight. We take the axle height as a close approximation to the centre of gravity, (CG), for the non suspended mass.
根据受到的侧方力是否通过车轮的重量、垂直方向、刹车等等来施加。对于活动性轮轴，包括总轮轴集合重量。我们将轮轴高度axle height视为类似于重力中心，CG，视为无悬挂质量。
And two components of Suspended Weight Transfer:
另外两个涉及悬挂的重量转移
Geometric Weight Transfer:
Due to the component of lateral force, applied directly at the Roll Centre (RC). Geometric WT is reacted directly through the suspension linkages, and does not induce body roll.
几何学重量转移：
根据所受的侧方力的组成，直接施加于侧倾中心（RC）。几何学重量转移是直接通过悬挂系统起作用、不引起车体侧倾。
Elastic Weight Transfer:
弹性重量转移:
Due to the component of lateral force, applied at the Suspended Mass CG, and does induce body roll. This force is reacted in the springs, anti-roll bars and shocks, and is the only one of the three components of total weight transfer that does induce body roll.
根据侧方力由悬挂质量CG（重力中心）施加，引起车体侧倾。这个力由弹簧、防倾杆和缓冲器起作用，这是所有三个质量转移成分中唯一一个引起车体侧倾的成分。
It is clear that low roll centre give little geometric weight transfer and most of the weight transfer goes through the springs (elastic weight transfer), and is therefore delayed by the time it takes for the vehicle to take a set. Conversely, with high roll centre most of the weight transfer precedes the body roll, leaving a smaller amount of weight transfer to go through the springs.
很明显低侧倾中心提供很少量的几何学重量转移，更多的质量转移通过弹簧（弹性重量转移）实现，因此这会出现时间上的延迟，因为汽车要做出调整（侧倾）。相反的，更高的侧倾中心，大多数重量转移要先于车体侧倾，只留下一小部分质量转移从弹簧上实现。
The location of roll centre heights and the affect on geometric weight transfer vs. elastic weight transfer is of importance in the set up of the car. Geometric weight transfer is a major influencer for cars of high front weight percentage and/or for FWD. Also for RWD with live rear axle. Also for current open wheelers with high downforce and little suspension movement.
侧倾中心的位置和几何学重量转移vs.弹性重量转移的影响对于赛车的设置非常重要。几何学重量转移对于那些前端大重量比赛车/或前驱车的设置影响更大一些，对于具有活动性后轴的后驱车也一样，对于当前具有高下压力及很少悬挂位移的open wheelers也一样。
In current open wheeler racing, geometric weight transfer. can be used because of the reduction in jacking affect: small suspension travel, wide track, long suspension arms to stop the roll centre height moving around so much relative to the chassis i.e. you don't get "progressive" jacking as the car rolls more. In fact, you need the geometric weight transfer. To help reduce the roll angle and suspension travel, while using less rear anti-roll bar, sometimes none at all.
So if you are going to modify the setup of any vehicle, racing or road, it is clear you need to consider weight transfer numbers.
当前的open wheeler赛事中，几何学重量转移可以被利用，这是因为jacking（包壳）效应的减少：较少的悬挂活动度，宽赛道，长悬挂臂防止侧倾中心高度相对于底盘移动太多。当赛车侧倾太多的时候你无法得到“有前途的”jacking效应。实际上，当赛车尾部较少使用防倾杆，有时根本不用的时候，你需要这种几何学重量转移，这有助于减少侧倾角和悬挂位移。所以如果你准备完善任何汽车、赛车或公路车的设置，很明显你需要考虑到赛车重量转移。
And it's not so simple
这可不那么简单。