Re: Spiders on the web (long)

[Josh Pinkert <flush@us.net>]

At 01:42 PM 2/25/98 -0500, QSHIPQ@aol.com wrote:
>
>As you enter the turn, and you add power what exactly is happening?  The slip
>angle of the rears is more than the front, and the fronts are taking a faster
>line around the apex than the rears (track).  This combination means the rear
>axle spins slower than the front.  Why?  Because the front tires can be
>steered, and assuming you to do that towards the direction of travel, their
>slip angle will be always less than the rears.  So what does the torsen think
>about all this?
>

You lost me here at the very beginning.  Let me explain.  When you say "The
slip angle of the rears is more than the front", we're talking slight
oversteer, right?  In a normal, neutral turn, the rears always track a
slower line.  In an oversteer condition, the rears will be traveling in the
longer line around the turn.  The difference of slip angles may be what
keeps the front and rears going the *same* speed.

Also, why do you add power as you enter the turn?  I don't think the
*right* line is the one where you've got the go-pedal to the floor
throughout the turn.  If we're talking one turn (not setting up for
another), you brake before the turn, turn the car, and accelerate once
finished turning (making a textbook arc).  The only time you are on the
throttle in the turn is to maintain your speed and keep the car neutral.

In the real world, this NEVER happens.  We may balance the car with minute
throttle inputs.  But we're not talking about full throttle till the we
near the exit of the turn.  If you are attempting massive *showy* amounts
of oversteer, then I concede that the torsen could bite.  But that kind of
oversteer isn't the quickest way around a dry race track.  One of the most
often heard comments (that I hear people muttering) at autoX events is
"faster is not quicker".


- Josh Pinkert
- Josh@Pinkert.com
- '98 A4q 2.8
- ISO '70-'73 Porsche 911