Hi Stoner
That leverage effect you describe exists.
There is also a couple resulting from motor torque trying to lift the nose on acceleration which is independent of the where the motor sits relative to the axle centre line.
There is also a couple resulting from height of the c of g above where the tyres traction acts, this is also independent of motor position and is trying to lift the nose on acceleration (assuming the c of g is above the track surface, which it always is in a practical slot car).
The important question is how large are each of these effects. It is straightforward to calculate the relative sizes of the first two effects by taking moments about the motor and axle centreline. The third can also be calculated, this also depends on the height of the c of g.
In the extreme case where the motor shaft is vertically below the axle, this effect you describe would be significant. With practical slot car gears and wheel sizes you don't approach that, so the leverage effect you describe is small compared with the other couples trying to lift the nose on acceleration.
Practical experience is that for most slot cars a lower c of g gives advantages in cornering and handling, this seems a more important reason for getting the motor as low as possible than the above effects.
(That's another story, so I won't go into all that here.)
That leverage effect you describe exists.
There is also a couple resulting from motor torque trying to lift the nose on acceleration which is independent of the where the motor sits relative to the axle centre line.
There is also a couple resulting from height of the c of g above where the tyres traction acts, this is also independent of motor position and is trying to lift the nose on acceleration (assuming the c of g is above the track surface, which it always is in a practical slot car).
The important question is how large are each of these effects. It is straightforward to calculate the relative sizes of the first two effects by taking moments about the motor and axle centreline. The third can also be calculated, this also depends on the height of the c of g.
In the extreme case where the motor shaft is vertically below the axle, this effect you describe would be significant. With practical slot car gears and wheel sizes you don't approach that, so the leverage effect you describe is small compared with the other couples trying to lift the nose on acceleration.
Practical experience is that for most slot cars a lower c of g gives advantages in cornering and handling, this seems a more important reason for getting the motor as low as possible than the above effects.
(That's another story, so I won't go into all that here.)
