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Originally Posted by Guna I am not sure if he was saying that. If the suspension travel is the same, on a given curve and at a fixed speed, the car with stiffer suspension rolls lesser, which means it still has a potential to flex/compress bit more before the outer wheel starts lifting. On the other hand the car with with a softer suspension has already leaned enough (and the springs can't flex anymore). |
In a certain type of situation this could be the case. Different situations will suit different setups - a suspension which is a little stiff is less able to turn the cornering forces into movement of the body on its suspension and so the whole car may be more prone to tipping. But, with suspension which is too soft a rapidly heeling body may hit the stops abruptly and this inertia may send the vehicle into a roll. Tyre behaviour plays a huge rôle in what happens in this sort of situation - it is possible that they can trip the car up. This is what happened to the Mercedes A class when it failed the Swedish elk test.
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Originally Posted by DerAlte Wonder why you used any other can than the Deux Chevaux at all? Or is it that each car has strong and weak points and we don't always hunt for the ideal car with no weak points? Can you compare the ground clearances of the Suzuki 'jeep' and the 2CV in the same breath? For the purposes of off-roading, they are obviously not comparable. This despite the fact that the 2CV and the venerable Suzuki Alto (in it's Indian avatar - the Maruti 800) perhaps have endured and conquered more bad roads and cross-country rides than the Suzuki off-roader. |
I was challenging the idea that a car with soft suspension is more likely to tip over in a corner, not that a car with higher centre of mass will be more likely to tip. I've included the clip below just to make people laugh, not as any scientific comment. It rather backs up your comments about cars intended for the road having endured more poor roads and cross-country than off-road vehicles!
Complete nutters, the lot of them.
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Originally Posted by DerAlte They still have extremely stiff suspensions, and vary only the damping - never the geometry (wheels and tyres are a different subject altogether, not suspension). The 2 successful ones I have sat in (Mitsubishi EVO and Subaru Impreza) were so bad for passengers no wonder they use special seats for the driver and navigator. |
Obviously this is your own experience. In mine, whatever motor competition I've been involved in, components like springs which have such a massive effect on car behaviour are changed according to the surface, foundations and even weather. Damping and hydraulic bumpstops are altered whilst driving in the case of rallying in the WRC (World Rally Championships). Here is a little excerpt from
http://wrcbehindthestages.blogspot.c...prings-co.html Quote:
In the mid to late 90's, the works Toyotas were running very hard springs, in the range of 50-80N/mm on the front for gravel and as much as 90-100N/mm on tarmac, if I remember correctly. Things changed drastically with the involvement of top Nordic drivers and Toyota Team Sweden (TTS) who went, together with some evolutions of the Öhlins dampers, way down to values around 45N/mm on the front. In those days, this was a revolution. |
Reading further into that page,
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By the time I had joined Ford they were using 30N/mm on the front generally, for gravel, and around 50N/mm for tarmac (not so sure anymore on the tarmac rates, although I do remember we had a rain setup where the rates went down by 5N/mm all around). On gravel the standard setting was 30N/mm front and 25N/mm rear. I asked for a 30/21 ratio for my car. This gave my car a bit more grip on the rear and hence a bit more understeer, which suited my driving style better. I once tried a 30/27.5 ratio during Acropolis shakedown. It was slow and rubbish for me, way too much oversteer. All this to say that springs are super important for car balance and sometimes you don't know if you have the right setup until you tried them all and compare on the clock. In my case, I was significantly faster with the 30/21 balance even though the 30/25 felt better. |
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Originally Posted by DerAlte That is honestly quite a weird logic against SUVs!
* Shouldn't you be complaining about buses and trucks on the roads too?
* Don't traffic accident statistics show a higher number of 'normal' cars causing / being involved in accidents than SUVs (percentage of each class of vehicle on the road)???
Isn't the issue that of bad drivers, bad driving habits and ignorance of limits of what they are using? How is it different from many individuals who get drunk and make a nuisance in public? Toppling in most cases is a direct result of bad driving and lack of vehicle control. Sure, a bad design doesn't help, but being a human (not an animal without intellect) why would one put oneself in a situation like that? That is a difficult question to answer. |
It may be weird to your mind, but to me it makes sense - the more 4x4s on a given road, the restricted is one's line of sight. Which in itself is a major factor in road safety. I do complain about the number of trucks on the road - they are a major hazard in more ways than one. In the UK long-haul freight has steadily been removed from the railways onto roads, which I think is a poor decision given our existing traffic density. Government encouraged this since lorry drivers are mainly self-employed and do not go on strike, unlike railwaymen in the 1970s and early 1980s.
As for crash %s, there is a report here
http://www.lscp.org.uk/lrsu/www/down...SUV_report.pdf which suggests that fewer SUVs are involved in accidents (London) but that is the headline for newspapers, reading the report reveals the facts. I would say fewer are involved in crashes because their drivers will be older, that they travel fewer miles than cars and they give a better view of the road and traffic ahead. I suggest that as SUVs become less agricultural and more car-like, their safety will improve for a variety of reasons. But for other road users SUVs are a greater hazard than a conventional motor car - they restrict vision and are significantly heavier than cars. At least in the UK we managed to ban bull bars, another SUV driver's 'safety addition', many years ago.
As usual, I agree wholeheartedly with the idea that the biggest nut in any vehicle is usually the one behind the wheel. Driver education is woefully lacking in most countries, I believe.