One of the disadvantages of a wide track, often used on sports cars apart from the stability it provides, is the positioning. This degrades the coefficient of drag (CdA) and reduces the vehicle's speed. Some rally cars, may force the driver to work harder when the roads are very narrow (wheel alignment Houston). The door overhang means the positioning of all parts are bounded by the extreme axles zone.
The various parameters of existing suspension geometry are presented by double swing arm triangles. They offer a wide range of settings. Although this configuration is rarely used, the various parameters of this alignment can be transposed to other types of suspension. In related descriptions, the wheel plane is perpendicular to its axis of rotation and located at a distance from the center of tire sidewalls. Camber entails the angle between the wheel and plane perpendicular towards the ground along the longitudinal axis of a vehicle. This value is measured in degrees and minutes.
These are the angles of suspension arms vis-a-vis the chassis relative to a given plane parallel to the ground. These values are measured in degrees of angle. The anti-dive and anti-squat, as their names suggest, fight brake dive and squat during acceleration. To limit changes, trim braking and acceleration are often controlled by anti-dive and anti-squat geometry.
This is often referred to as pulling to the right, the latter tending to deviate from its course if you let go of the steering wheel in a straight line on a flat and level road. In addition it represents a direct threat due to fatigue triggered on the driver (he must keep adjusting steering wheel towards the left side to counter the effect) - it causes premature wear. Tires will need changing more frequently.
This optimal value is determined using a thermometer, which is placed at three points in the tread of each tire: inside, middle and outside edge. In fact, when the correct value of camber has been found, the measured temperature should be substantially uniform over its entire width. A good compromise entails good grip and cornering.
The front and rear tracks may be different as with the Citroen DS, or more obvious on agricultural machinery. Generally, vehicles pull wider at the front than towards the rear. For reasons of stability, the rear axle remains in the trace. Conversely, the drives have a wider rear track in order to accommodate the wheel's greater width. Reduced channel width decreases the support surface.
A wider track, often used in rally cars, increases stability and allows the use of more flexible anti-roll bars for the vehicle, making it more agile on rough terrain. A short wheelbase provides good maneuverability in a sinuous path but makes the high-speed performance delicate. A long wheelbase provides stability in Big Rapids curve but the turning diameter is increased and the vehicle is less maneuverable in sinuous. Too much weight cantilevered overhang imbalance may even contribute in turn to wear and tear to tires. A typical well-known example is the Porsche 911 and its engine flat-six flat cantilevered overhang at the rear.
The torque applied to the front wheels causes a pinching during the opening process and allows the offset. This leads to less incisive handling, the front being less prescriptive. It also increases stability (tendency to understeer) associated with pinching back.
The various parameters of existing suspension geometry are presented by double swing arm triangles. They offer a wide range of settings. Although this configuration is rarely used, the various parameters of this alignment can be transposed to other types of suspension. In related descriptions, the wheel plane is perpendicular to its axis of rotation and located at a distance from the center of tire sidewalls. Camber entails the angle between the wheel and plane perpendicular towards the ground along the longitudinal axis of a vehicle. This value is measured in degrees and minutes.
These are the angles of suspension arms vis-a-vis the chassis relative to a given plane parallel to the ground. These values are measured in degrees of angle. The anti-dive and anti-squat, as their names suggest, fight brake dive and squat during acceleration. To limit changes, trim braking and acceleration are often controlled by anti-dive and anti-squat geometry.
This is often referred to as pulling to the right, the latter tending to deviate from its course if you let go of the steering wheel in a straight line on a flat and level road. In addition it represents a direct threat due to fatigue triggered on the driver (he must keep adjusting steering wheel towards the left side to counter the effect) - it causes premature wear. Tires will need changing more frequently.
This optimal value is determined using a thermometer, which is placed at three points in the tread of each tire: inside, middle and outside edge. In fact, when the correct value of camber has been found, the measured temperature should be substantially uniform over its entire width. A good compromise entails good grip and cornering.
The front and rear tracks may be different as with the Citroen DS, or more obvious on agricultural machinery. Generally, vehicles pull wider at the front than towards the rear. For reasons of stability, the rear axle remains in the trace. Conversely, the drives have a wider rear track in order to accommodate the wheel's greater width. Reduced channel width decreases the support surface.
A wider track, often used in rally cars, increases stability and allows the use of more flexible anti-roll bars for the vehicle, making it more agile on rough terrain. A short wheelbase provides good maneuverability in a sinuous path but makes the high-speed performance delicate. A long wheelbase provides stability in Big Rapids curve but the turning diameter is increased and the vehicle is less maneuverable in sinuous. Too much weight cantilevered overhang imbalance may even contribute in turn to wear and tear to tires. A typical well-known example is the Porsche 911 and its engine flat-six flat cantilevered overhang at the rear.
The torque applied to the front wheels causes a pinching during the opening process and allows the offset. This leads to less incisive handling, the front being less prescriptive. It also increases stability (tendency to understeer) associated with pinching back.
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