You can indeed JT. Rear steer or an active diff. can by used a) to make a vehicle neutrally stable (laterally) & b) to convert a steering input into a trajectory demand. In the latter role rear steer angle or differential torque (depending on the system) are used to control yaw acceleration when a turn is initiated or terminated. Neither is required to sustain yaw velocity directly. Warp (weight jacking on your side of the pond) can be used in the same way, though with less authority (it's what bars do in a conventional suspension).Jersey Tom wrote:You can do some interesting things with active differentials, Ciro - but there is a limit. Not quite what you are describing, which IMO is better left to 4-wheel steer.
What were the weight bias specs on the Tucker? Rear engine, rear drive, "rectangular" car.machin wrote:The 911 GT3 road car reportedly has a weight bias of 38:62 (Formula None wrote:Porsche? Corvair? Not quite as drastic, but close.
This car is FR...........richard_leeds wrote:I'd have thought that configuration only suitable for drag strips.
Here's an early prototype demonstrating the inherent stability issues ...
Sure but then you get the front wheels who are colliding with a really lightweight car. How much did it weight? 450kg? An F1 car weighs 640 kg, Imo the tub is lacking strength compared to other tubs, just because of this low weight.Ciro Pabón wrote:Actually, as the nose is light and long, I think it would fulfill the crash adsorbing function in a lateral impact.
On ANY car braking at limit, brake bias will be far enough forward to keep a rear wheel from locking before a front, and keeping the car from spinning on the brakes. Even in F1, you'll notice drivers lock the inside front tire. Hence my call of BS on the DW being any different.. doesn't matter what the configuration, have brake bias too far to the rear and you spin out on trailbraking.Scania wrote:for the 911 case, I think that the friction is the key point
for normal car, front & rear tire friction are very close, when you brake hardly, rear wheel will lock, it lose friction, and the front friction are still huge, so the car will lose control.
on DW, the front tire is very small, even the rear wheel lock, the friction are still higher then front wheel, so it will keep stable
because indy car said they want the car easy to over take, bubble behind the car let the car behind easier to catch slip streamflyboy2160 wrote:
Did anybody besides me notice in the CFD video the huge separation bubble behind that huge flat aft facing rear body? Huh? "Low drag?" This thing looks like it has a lot of surface area for what it contains. Low drag?
What BS in
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