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 determines its handling characteristics, braking stability, and cornering behavior. A car with 50/50 front-rear weight distribution is generally considered ideal for balanced handling, while front-heavy layouts promote understeer and rear-heavy layouts promote oversteer.
Finding the longitudinal CG position is straightforward: weigh the front and rear axles separately, then calculate the weighted position along the wheelbase. The CG height is harder to measure directly but critically affects weight transfer during braking, acceleration, and cornering. Lower CG heights reduce body roll and weight transfer, improving grip and stability.
This calculator computes weight distribution, CG position, balance characterization, and dynamic weight transfer during braking and cornering. Use the vehicle presets to explore how different layouts affect handling balance, or enter your own axle weights after visiting a corner-weight scale. Check the example with realistic values before reporting. Use the steps shown to verify rounding and units. Cross-check this output using a known reference case.
Anyone building, modifying, or racing a car needs to know its weight distribution. Corner weighting is the first step in suspension setup, and this calculator converts raw axle weights into actionable data: CG position, balance characterization, and weight transfer predictions.
Whether you are adjusting ballast placement for a race car, shopping for a balanced sports car, or optimizing a track-day project, this tool gives you the numbers to make informed decisions about handling balance.
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 |
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 (more body roll) and braking (nose dive), reducing available grip. Every millimeter of CG reduction improves performance.
Yes—lowering springs/coilovers, 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 left-total differs from right-total, the CG is offset laterally. Balancing left-right is usually more important for racing than front-rear balance.