Brake Bias & Weight Transfer
Under braking, load rolls onto the front axle — the harder you brake, the more front bias the grip demand wants. Work out the transfer, the dynamic load split and where your bias bar should point.
Load transfer
231 kg
Front axle @ 1 g
927 kg
77.2% of total
Rear axle @ 1 g
273 kg
Suggested bias @ this g
76–77% front
slightly under the load number
| Deceleration | Front axle load | Dynamic front % | Rear load left |
|---|---|---|---|
| 0.50 g | 811 kg | 67.6% | 389 kg |
| 0.75 g | 869 kg | 72.4% | 331 kg |
| 1.00 g | 927 kg | 77.2% | 273 kg |
| 1.25 g | 984 kg | 82% | 216 kg |
| 1.50 g | 1,042 kg | 86.8% | 158 kg |
Rigid model — no aero, no suspension compliance, no tyre μ split. 2.18 g is where the rear axle mathematically unloads completely (add downforce and sticky tyres and real cars stop long before that). Bias advice: set it 1–2% below the load number to keep the rear alive, then fine-tune on track at the condition you brake hardest. Lower CoG, longer wheelbase and aero all reduce transfer — which is exactly why a race car carries much less front bias than a road car.
Good to know
- Load transfer = weight × (CoG height ÷ wheelbase) × g. Lower CoG and longer wheelbase both reduce how much the front has to take.
- Set bias 1–2% under the dynamic front load — the rear tyres need a margin below the theoretical number to survive bumps and trail-braking.
- Aero changes everything at speed: downforce adds load without adding weight, which is why fast cars run far less static front bias than the maths suggests.
- This is a rigid-body model — no suspension compliance, tyre load sensitivity or brake hardware bias. Use it for direction, then test.