The RX-8 needs to have a very small turning circle
09-06-2002, 08:20 AM
#28
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Ackerman
fuz,
The inner front wheel is cranked over at a higher angle to compensate for the smaller radius. This is known as Ackerman geometry and is designed into every car on the road.
I too like a tight turning radius and this is one of the many reasons I prefer smaller cars. However, to do a u-turn smaller than the turning radius all us RWD/LSD drivers need to do is blip throttle just enough to swing the tail around.
The inner front wheel is cranked over at a higher angle to compensate for the smaller radius. This is known as Ackerman geometry and is designed into every car on the road.
I too like a tight turning radius and this is one of the many reasons I prefer smaller cars. However, to do a u-turn smaller than the turning radius all us RWD/LSD drivers need to do is blip throttle just enough to swing the tail around.
09-06-2002, 04:10 PM
#29
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Turning Cirlce
I don't know if this would help you armchair engineers but here is what I know:
Wheelbase: 106.3"
Track, Front: 58.7"
Track, Rear: 59.1"
Overall Length: 170.3"
Width: 70.1"
Height: 52.4"
Go figure
Wheelbase: 106.3"
Track, Front: 58.7"
Track, Rear: 59.1"
Overall Length: 170.3"
Width: 70.1"
Height: 52.4"
Go figure
09-08-2002, 01:46 AM
#30
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wait, fuz, i just thought of this...
in race cars which can generate large amounts of downforce, that increased normal force would effectively have the same effect as a softer compound, yes?? (if i'm wrong on that, none of this will make sence).
now, i'm aware that the wheel itself is more difficult to turn, because it's like turning a heavier car (to accelerate sideways) yes?? uh, but all this increase in grip, if BALANCED will (as far as my limited knowledge goes, i've never driven a full blooded racecar) not affect the turning radius, and only increase the grip the car has, thus enhancing its maximum velocity and capability to accelerate horizontally around that circle, yes??
just thoughts...
in race cars which can generate large amounts of downforce, that increased normal force would effectively have the same effect as a softer compound, yes?? (if i'm wrong on that, none of this will make sence).
now, i'm aware that the wheel itself is more difficult to turn, because it's like turning a heavier car (to accelerate sideways) yes?? uh, but all this increase in grip, if BALANCED will (as far as my limited knowledge goes, i've never driven a full blooded racecar) not affect the turning radius, and only increase the grip the car has, thus enhancing its maximum velocity and capability to accelerate horizontally around that circle, yes??
just thoughts...
09-09-2002, 12:34 AM
#31
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At high speeds, the turning circle really has very little to do with how tight you can turn since you'll almost always run out of lateral grip before taxing the car's ability to turn using its mechanics. I really would not suggest trying to make a a 30 foot turn at 100mph. It might be bad, ya know. :p
Well think about this. If there was no drag problem with the rear wheels, four wheel steering would do nothing to help a car turn tighter. We obviously know that that is not true, so what we really want to know is how optimized can we get it, and can we reallistically expect to get it on the RX-8, with all the other compromises that must be made.
Although I really must admit to being an amateur engineer, so I really don’t know just how evolved current suspension systems are, nor do I know of their capabilities.
Well think about this. If there was no drag problem with the rear wheels, four wheel steering would do nothing to help a car turn tighter. We obviously know that that is not true, so what we really want to know is how optimized can we get it, and can we reallistically expect to get it on the RX-8, with all the other compromises that must be made.
Although I really must admit to being an amateur engineer, so I really don’t know just how evolved current suspension systems are, nor do I know of their capabilities.
09-09-2002, 12:55 AM
#32
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true bro, true. :D
glad to swap ideas there!! ahahaha!! ya, 100mph in a 30ft circle, i didn't think of that.
well, us amateur engineers are only amateurs for a reason, right??
well, you've converted me, i see the light.
oh, check out the "New to the Forum" thread in the Lounge, i've got a thing there on the 5+6 ports i'd like some feedback on, if you don't mind fuzzy...
-Andrew
glad to swap ideas there!! ahahaha!! ya, 100mph in a 30ft circle, i didn't think of that.
well, us amateur engineers are only amateurs for a reason, right??
well, you've converted me, i see the light.
oh, check out the "New to the Forum" thread in the Lounge, i've got a thing there on the 5+6 ports i'd like some feedback on, if you don't mind fuzzy...
-Andrew
09-12-2002, 12:30 PM
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Summation
The factors that determine the turning radius[circle] are wheelbase, track width, and the steering wheels turning angle.
Most front wheel drive cars use CAV [constant angular velocity] joints. It is not a good idea to turn these more than 30 degrees while applying torque. That is why manufactures put the 'hard stops' of the steering at about 30 degrees. Some companies like Chrysler do not, for example the LH cars [intrepid concorde 300M] can turn around in about 37.5 feet, That is impressive considering the wheelbase is 113" and the track widths are 62.4" F 62.0"R
All in all, the wheels turn about 35 degrees.
The leading champion is the GM trailblazer, They allow the wheels to turn up to 40 degrees (not sure if they use CAV or universal joints.)
So a rear wheel drive car could in theory go up to 45 degrees and turn around in about 30 feet
Most front wheel drive cars use CAV [constant angular velocity] joints. It is not a good idea to turn these more than 30 degrees while applying torque. That is why manufactures put the 'hard stops' of the steering at about 30 degrees. Some companies like Chrysler do not, for example the LH cars [intrepid concorde 300M] can turn around in about 37.5 feet, That is impressive considering the wheelbase is 113" and the track widths are 62.4" F 62.0"R
All in all, the wheels turn about 35 degrees.
The leading champion is the GM trailblazer, They allow the wheels to turn up to 40 degrees (not sure if they use CAV or universal joints.)
So a rear wheel drive car could in theory go up to 45 degrees and turn around in about 30 feet
01-07-2003, 11:18 AM
#38
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Mazda says that the production rx-8 turning circle (curb-to-curb) is 5.3 M (17'5"). This can't be the diameter so must either be the radius or the typo by Mazda. 3.0 turns lock-lock.
34'10" turning radius isn't too bad eh...
34'10" turning radius isn't too bad eh...
Last edited by Buger; 01-07-2003 at 11:21 AM.
01-07-2003, 12:08 PM
#41
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oh i do i do but i have scoured every press release and spec sheet i could find and none of them go into the deteails he finds. you'd think he was an insider like boo.... or maybe he is boo in disguise! 
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