Accelerometer reading from the dealer

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[NightmareMoon]

Everything I've read indicates the car as stock handles about 1G or less laterally.

Perhaps it's factory tests we are seeing?

Its highly dependent on the road surface, tire temps, and road camber. You can get upwards of 1.1g on the stock summer tires, but not a whole lot more.

 

[Hack]

After some track outings my GT350 with the stock SS tires shows 1.14 g on both right and left sides of the guage. I agree with others that there was some shock encountered during shipping. It could be the car was even strapped down at the time.

 

[Kevin08]

Whu? I was pulling 1.0-1.1gs up on the mountains last month and rear never kicked loose.

Yeah but you got that PP race car.

 

[HoosierDaddy]

Whu? I was pulling 1.0-1.1gs up on the mountains last month and rear never kicked loose.

Yeah. Magazine tests, marketing, etc. is basically skid pad numbers for easy comparison between vehicles. Of course that easy comparison is for a condition an owner is extremely unlikely to ever experience (prolonged specific constant radius turn). I've seen 1.25G in my stock SVT Focus with a calibrated Valentine Research G-Analyst.

Have no idea about the OPs 1.6 at time of delivery.

 

[Chef jpd]

All season tires on a concrete runway.

20170309_105407 by chefjpd, on Flickr

 

[Burkey]

Legit readings.

 

[c-rizzle]

Consensus seems to be anything over about 1.2, is nearly impossible with out an impact or wreck!

 

[Trackaholic]

Must be metric G's ;-)

-T

 

[michail71]

Have no idea about the OPs 1.6 at time of delivery.

Seems like a few of us had the exact same number on delivery. It is probably something from manufacturing or the software.

 

[Rob00GT]

My bet would be the sensor was jolted during install process. Either it's own or something near it that bumped it. Wouldn't take much of a knock to register a crazy number.


Nothing to worry about on a car fresh from the factory.

 

[Norm Peterson]

Maybe if someone ran into the side of it at 60+mph. Car can't pull a 1G turn without sliding.

It might be happening from bouncing around on the truck while restrained by the tie-downs. Not sure why that would happen, but I'd bet that a car on the top level sees a good bit more lateral "head-toss" in transit than one on the lower level.

Once heated up by two or three moderate to hard laps on a road course, getting more than 1g lateral out of most top-shelf summer tires should probably be expected . . . possibly as high as 1.3x's. You'd definitely have noticeable slip angles going on, but you'd still be short of an all-out slide toward the unpaved part.


Norm

 

[HoosierDaddy]

It might be happening from bouncing around on the truck while restrained by the tie-downs.

Wait, then why don't we see more car haulers at track days? Or do they need the road hugging weight of their cargo to get those high Gs? j/k

 

[HISSMAN]

I wouldn't worry about it. Just look at it as a goal to beat...ha!

 

[nrc]

Yeah. Magazine tests, marketing, etc. is basically skid pad numbers for easy comparison between vehicles. Of course that easy comparison is for a condition an owner is extremely unlikely to ever experience (prolonged specific constant radius turn). I've seen 1.25G in my stock SVT Focus with a calibrated Valentine Research G-Analyst.

Have no idea about the OPs 1.6 at time of delivery.

Exactly. Max acceleration (lateral or otherwise) can be higher than the steady state measurement you get in magazine stats. The G meter seems to be very sensitive to short G spikes. I've gotten very high readings just by turning in sharply when I know I didn't generate that as a steady state.

As someone else suggested the very high readings as probably generated by shocks while they're strapped on the truck or rail car.

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