Calculate vehicle center of mass from front and rear axle weights. Weight distribution percentage, CG position, and weight transfer analysis.
The center of mass, or center of gravity, of a vehicle affects handling, braking stability, and cornering behavior. A car with close to 50/50 front-rear weight distribution is usually easier to balance, while front-heavy layouts tend toward understeer and rear-heavy layouts toward oversteer.
Finding the longitudinal CG position is straightforward: weigh the front and rear axles separately, then calculate the weighted position along the wheelbase. CG height is harder to measure directly, but it still affects weight transfer during braking, acceleration, and cornering. Lower CG heights reduce body roll and help keep the tires loaded more evenly.
This calculator computes weight distribution, CG position, balance character, and dynamic weight transfer during braking and cornering. Use the presets to compare common vehicle layouts or enter your own axle weights from a corner-weight scale.
Weight distribution is one of the quickest ways to understand why a car feels stable, twitchy, or traction-limited. Corner weighting is usually the first measurement step in a suspension setup, and the axle data is not very useful until you convert it into CG position and transfer behavior.
This calculator turns raw axle weights into handling context so you can compare setups, move ballast, or sanity-check a build before changing hardware.
CG distance from front axle: L_f = (W_rear / W_total) × Wheelbase. Weight distribution: Front% = (W_front / W_total) × 100. Braking weight transfer: ΔW = (W × h × a) / L, where h = CG height, a = deceleration (g), L = wheelbase.
Result: 56.7% front / 43.3% rear, CG 1.17 m from front
Total weight = 1500 kg. CG from front = (650/1500) × 2.7 = 1.17 m. Front percentage = 850/1500 = 56.7%. This is a typical front-engine sedan layout.
Weight distribution fundamentally shapes a car's handling personality. A front-heavy car (55+% front) tends to push wide in corners (understeer), while a rear-heavy car is more likely to swap ends (oversteer). The 50/50 ideal provides neutral handling, where neither axle gives up grip first.
However, static weight distribution is only part of the story. Dynamic weight transfer during braking, acceleration, and cornering shifts load between axles and between left and right tires. The magnitude of this transfer depends on CG height, wheelbase, and track width.
The most common method is the tilt test: raise one end of the car on scales while keeping the other end on known-height pivots. From the change in scale readings and the tilt angle, the CG height can be calculated geometrically. Professional teams use accelerometer data and tire load cells for in-motion CG estimation.
| Action | Effect | |---|---| | Move battery to trunk | Shifts 1–2% rearward | | Lightweight front bumper | Reduces front % by ~0.5% | | Dry sump oil system | Lowers CG 25–40 mm | | Carbon fiber hood | Reduces front % by ~0.3% | | Coilovers vs stock springs | Lowers CG 20–50 mm | | Driver position (mid vs front) | Can shift 2–5% distribution |
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Drive onto corner-weight scales or two platform scales to measure front and rear axle loads. For best accuracy, measure on level ground with the driver and typical fuel load.
For most sports cars, 50/50 provides the best balance. Rear-wheel-drive cars may prefer 48/52 to 47/53 for better traction. Front-wheel-drive cars typically run 60/40 to 63/37 due to engine placement.
Higher CG increases weight transfer during cornering and braking, which raises body roll and reduces available grip. Lower CG is generally better for performance and stability.
Yes. Lowering springs, lighter wheels, battery relocation, and removing roof racks all help. A full tank of fuel in the trunk raises CG more than the same fuel in a low-mounted tank.
Inertial forces act through the CG, creating a moment about the contact patches. Higher CG and shorter wheelbase increase the transfer. The total available grip stays constant, but it shifts forward.
Weigh all four corners individually. If the left total differs from the right total, the CG is offset laterally. Balancing left-right is usually more important for racing than front-rear balance.