Wheel Load and Corner Weight Calculator

Static Wheel Loads The static load at each axle is determined by the center of gravity (CG) position: Front axle load: Wf = W × (b / L) Rear axle load: Wr = W × (a / L) Where: W = total weight, L = wheelbase, a = CG distance from front axle, b = CG distance from rear axle. Load per wheel = axle load / 2 (for equal left/right distribution on flat ground).

Corner Weight Measurement Real vehicles are corner-weighted with scales at each wheel. True corner weighting corrects for left/right imbalance and chassis twist. Performance cars are corner-weighted with the driver seated (adds 70 to 90 kg).

All three length inputs share one unit Wheelbase, CG distance from the front axle, track width and CG height are all measured in whatever unit you pick for the wheelbase. Mixing them, a track in millimeters against a CG height in inches, produces a weight transfer figure that is wrong by a factor of 25 and looks perfectly plausible on the page. The unit dropdown sits next to the wheelbase because that is where you set it for all four.

Weight Transfer Under Acceleration/Braking Longitudinal weight transfer: ΔW = (W × a_g × h) / L Where a_g = acceleration in g, h = CG height, L = wheelbase. Under braking at 1g, that much weight moves from the rear axle to the front. Stiffer front suspension = more front roll resistance = more understeer.

Lateral Weight Transfer (Cornering) Lateral ΔW = (W × ay × h) / Track width ay = lateral acceleration (g), h = CG height. Lower CG height → less lateral weight transfer → more grip. Formula cars: CG height about 200 mm. SUVs: 700 to 900 mm.

Front/Rear Bias % front = (front axle load / total weight) × 100 50/50 is ideal for balanced handling (rear-wheel drive sports cars, F1). Most street cars: 55 to 65% front (front engine, front drive). Mid-engine sports cars (Ferrari, Porsche mid): about 42% front / 58% rear.

Why the static number is only half the story A 1,500 kg hatchback at 62% front already carries 930 kg on the front axle standing still. Brake it hard and longitudinal transfer piles several hundred kilograms more onto the same two tires, while the rears unload toward nothing. That is why a front-heavy car locks its rear wheels so easily, and why the rear brakes on most road cars are so much smaller than the fronts. The calculator reports the loaded and unloaded figures at 1g so you can see how far apart they get.

Understeer and Oversteer More front load = understeer tendency (car pushes straight). More rear load = oversteer tendency (rear steps out). Front-biased: safer for novice drivers (most street cars). Rear-biased (50/50 or rear-heavy): faster but requires skill.