The Nardo Handling Track in southern Italy is 3.9 miles of mostly fast or very fast turns nestled at the bottom of the Nardo Ring like a wonky arch in a goldfish bowl. For a pro driver to lap 2.8 seconds faster here in virtually the same car might require upgrades like stickier tyres, stiffer suspension and upgraded brakes.test mule I’m driving has none of this, and even the stability control is off, but it has achieved that same improvement with the flick of a switch. It’s a huge gap.
Through the slalom the front feels exactly the same, the suspension appears to allow just as much roll over the rear axle, but the blade-like feeling at the rear has vanished, replaced by a more cushioned sensation. ‘I can see you are immediately making more aggressive steering inputs,’ comments Piancastelli. I am.
First, a quick refresher. Camber is how much the top of the wheels lean towards or away from each other when you view the car from straight ahead or behind. It’s a way to manipulate how much of the tyre’s contact patch touches the road. The system can theoretically adjust by 60º in one second, and in practice allows adjustments of camber by +2.5º to -5.5º and toe by +/- 6.6º, which handily removes the need for a separate rear-wheel steering system. No word yet on weight, which they’re apparently working on, but Mohr doesn’t correct me when I say each unit seems to add about 6-7kg, and the system would be 20-25kg in total.
This is designed to make the system more driver-orientated, with the driver ‘in the loop’, and electronics figuring out what he or she wants micro-seconds in advance, based on their inputs. To do this, LDVI also analyses the dynamic state of the car and projects that ‘into time and space’ to work out what the appropriate response would be – preparing for the weight transfer of a drifting transition, for instance.
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Source: cleantechnica - 🏆 565. / 51 Read more »