Quote
starion887
One big factor in any car transition is overall weight, length, and rear overhang weight. With a hard driven RWD, how much weight hangs out past the rear wheels makes HUGE difference in how you have to throw it, how far in advance you start, and how fast you can rotate the car to change directions. So a lot of drive configuration crossover experiences will vary; for example, how many FWD cars have a lot weight/length behind the rear wheels? Similarly, the overall car weight makes a big difference too.
I am thinking that Hoche's experience was in similar FWD and RWD cars in terms of size, weight and rear overhang. If he had tried a heavy RWD car, I expect it would have been even more of a transition experience.
Mark B.
Valid points.
I still maintain that the biggest factor FWD vs RWD driving is the level of prep--the spec of the car.. A POS FWD is a POS first, and a POS RWD is also first a POS. Driving POSs is not driving really, its fighting with and driving around all the short comings..
Conversely a well specced FWD---decent suspension, brakes, grip and steering reacts pretty much like a well specced RWD with good suspension brakes and grip.
Dousch-canoe is way way familiar with his 2 Golves which are both "pretty good" (although is he wasn't such a gawddamn pinch-penny dousch-canoe we could improve the suspenion very easily) and they have good steering, decent enough brakes and good grip and good gearing...
We really don't know what the spec of the pooor innocent thing he was beating on, maybe it still had OEM recirculating ball vague ass 7 turn lock to lock steering, poopy ol worn KYB shocks, sky high gearing (which affects how the car reacts to stomping on the gas)..His cars are good..
(not saying that this car was "bad" there is a big range from "bad" to "pretty darn good".)
And in any case I maintain that it is THE ROAD which determines what we do: the surface, its pitch or crown, the corner etc and that's far more decisive than the drive configuration.
We've seen this a hundred years ago at Championship level in the real gravel countries when people who were lifetime RWD guys got out of thier say works Ascona B, a near perfect RWD car (99.1" wheelbase) and into Kadett GSI/Astra GTE (also 99.1" wheelbase). They did the same sort of results in the FWD as they had previously done in their Asconas...
many said "Oh it took a few hours but that was it, same as any other car"
Conversely we saw say Stig Blomqvist who had been in Saabs since the late 60s jump into Ford Sierra Cosworth, not just a rwd car but a crazy RWD car and do 2nds and 3rds with it against the all conquering Lancias (see 1987 1000 Lakes with Blomqvist and Vatanen fighting for the entire event over 2nd and 3rd)
If it was really a big deal, we would not expect to see these long term in one or the other guys instantly doing the same results.
There are other guys doing the same but I don't think you guys are familiar with the names or their results so no point in blathering.
In cornering it is all about moving grip to the front wheel(s)--especially the outside front without which--regardless of FWD or RWD-- you ain't going round the corner..
Going down straights its all about how much power the motor makes multiplied by what the gears do--ie FULL GAS, so cornering is "basically the same" and straights are basically the same...
The ONLY thing different is when/if the ass end is REALLY OUT THERE, the FWD rear tires are scrubbing and slowing, the RWD tires will accelerate.
So looping out --when waaaaaaaaaaaaaaaaaaaaaaaaaaaaay sideways---if a potential factor.
John Vanlandingham
Sleezattle, WA, USA
Vive le Prole-le-ralliat
www.rallyrace.net/jvab
CALL +1 206 431-9696
Remember! Pacific Standard Time
is 3 hours behind Eastern Standard Time.
