That Z31 isn't a mazda.
Not a good example, seeing as that car comes with R-compound tires from the factory. Put R-comps on a minivan and you'll flip it over by the time you get through a slalom.I wonder if we can cite this:
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Which has arguably fantastic handling... and thanks to its light weight, can actually use suspension that is much softer than the standard car... and does so.
Somebody misplaced their 300ZX lol.Mazda Day.
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Not a good example, seeing as that car comes with R-compound tires from the factory. Put R-comps on a minivan and you'll flip it over by the time you get through a slalom.
Somebody misplaced their 300ZX lol.
Firstly, stop throwing rally videos at me. Especially not ones from my own country. I've been right up to these cars when they've been flying past, you've probably not been within a thousand miles of them.
Theres a massive difference between a purpose-built rally car that costs upwards of £500k to anything you can get on the street.
You'd be surprised how soft rally cars can run, mainly because they're so much lighter (the Group A Impreza you put a video up of weighed in at around 1050kg I seem to remember despite tens of meters of roll-cage and safety gear to weigh it down; a road-going WRX at the time was nearer 1200kg)...
...so don't need to run as stiff to get the cornering capabilities they're after - it's the same principle as the Lotus Elise, which has a fantastic ride because it's light enough not to require mega-stiff suspension to make it handle.
So those setups aren't necessarily stiffer - and certainly not up to circuit standards. They're just very well set up, and often tens of thousands of dollars will have gone into making sure they work a certain way on a certain surface.
And apparently you're right about the common sense thing, because you aren't getting it - for a given wheel and tyre combination and an equal rolling radius, your ride will improve with a smaller rim diameter and taller tyre.
I never mentioned setting up the whole car in my post.
I am simply talking about wheels and tyres. That's it.
And on that road-going Legacy, you'd be far better off batting down a country road on the standard wheels it was on rather than anything bigger, unless you're prepared to spend thousands setting it up.
Is my point clear now?
That Z31 isn't a mazda.
That explains it. I was just about to ask what kind of Mazda it was...
Somebody misplaced their 300ZX lol.
It doesn't matter how stiff the springs are as long as, in relation to the weight of the car and the tire's capabilities, the same result is achieved. So regardless of the spring rate those cars are running, the end result is still a car that behaves the way it does in terms of stiffness.
Correction: your ride will become softer and less predictable.
You are over-thinking it. The reasons their dampers are as "expensive" as they are is not because of some magical, secret ability they have that somehow defies the laws of physics. They still have, most likely, digressive valving characteristics with whatever springs they use to support the weight of the car and most importantly the tires they have. Thats it.
And I still say that on that road-going legacy I can get a wider and slightly larger wheel and fit a better tire and end up with a car that can corner and brake better than it did before with a slightly stiffer ride (or what you would call worse) due to the stiffer sidewalls.
The typical "I saw it in real life so I'm right" statement. 👎
It doesn't matter how stiff the springs are as long as, in relation to the weight of the car and the tire's capabilities, the same result is achieved. So regardless of the spring rate those cars are running, the end result is still a car that behaves the way it does in terms of stiffness.
You are over-thinking it. The reasons their dampers are as "expensive" as they are is not because of some magical, secret ability they have that somehow defies the laws of physics. They still have, most likely, digressive valving characteristics with whatever springs they use to support the weight of the car and most importantly the tires they have. Thats it.
Correction: your ride will become softer and less predictable.
Correct me if I'm wrong but neither did I.
And I still say that on that road-going legacy I can get a wider and slightly larger wheel and fit a better tire and end up with a car that can corner and brake better than it did before with a slightly stiffer ride (or what you would call worse) due to the stiffer sidewalls.
I kinda like that CR-V, I always thought it would be a cool idea for a sleeper to drop a B18C with a reasonably large snail into one of those.
That engine looks lost in such a big engine bay though! I wonder if it's actually a smaller unit than whatever the CR-V normally has, or whether they've found a way of mounting it lower?
After my seat was installed it gave me a much better idea of what vibration or bounce was coming from where. Then when the summer was over and I took off the Azenis tires, which have very stiff sidewalls even for their class of tire, and switched to snow tires which were just the opposite, I found that my ride went to hell. The sidewall stayed the same, but they got softer, and that resulted in lots of secondary vibrations that the suspension didn't control. It felt similar to what you'd feel in a car with a flimsy structure, and before "it's a Civic" gets mentioned, it's pretty obvious that the car's structure didn't degrade because of changing tires lol.Errh... depends on what pressures you're running. More tire means you can pump them down on daily drives and pump them up stiff enough to prevent sidewall flex on the track. And with some UHP and R-Comps available in the relatively tall 50 and 55 aspect range, the sidewalls are more than stiff enough to make up for the extra height.
Meh, the undertrays on Civics and stuff don't go back far enough to cover the whole engine. They end just after the radiator, but you'd still be able to see the ground. Pretty ugly really. Also, I can't hardly tell what that car is in the pic. Civic? Integra? I'm calling it a Prelude because it looks dumb lol.![]()
Nice set up... or it would be if he didn't omit the strut bar and remove all the underbody cladding... but I guess that's the point. Minimalist engine bay.
Meh, the undertrays on Civics and stuff don't go back far enough to cover the whole engine. They end just after the radiator, but you'd still be able to see the ground. Pretty ugly really. Also, I can't hardly tell what that car is in the pic. Civic? Integra? I'm calling it a Prelude because it looks dumb lol.
I want to say prelude for some reason as well. I think it's those vents in the headlights.Meh, the undertrays on Civics and stuff don't go back far enough to cover the whole engine. They end just after the radiator, but you'd still be able to see the ground. Pretty ugly really. Also, I can't hardly tell what that car is in the pic. Civic? Integra? I'm calling it a Prelude because it looks dumb lol.
As far as I'm aware it's to help the underbody aero a little as that massive gap in front of the engine would cause quite a bit of turbulence otherwise.
Question; where do they put all the stuff that was previously there?
Question; where do they put all the stuff that was previously there?
pictures
Then how about you post something?Burn them all
The typical "I saw it in real life so I'm right" statement. 👎
I've been to a few track days and autocrosses before. Usually they are filled with hundreds (and quite literally thousands at the latest one) of people who have been "right up to these cars when they've been flying past" and couldn't tell you where the lug nuts were. Same goes for any other race that has happened pretty much, well, ever. Don't act like standing beside something somehow makes you more qualified to know the engineering involved.The typical "I'll dismiss it because I have no comeback" statement 👍