01-15-2021, 04:28 AM | #243 | |
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01-15-2021, 08:38 AM | #244 |
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Too much variability here for me to attempt any speculation. We'll have to wait for the official weight specs
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01-15-2021, 02:24 PM | #245 | ||
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'Claim to fame' or 'claim to shame' ? Maybe some soul-searching might inspire BMW M to do a humble reset 'back to basics':
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01-15-2021, 09:24 PM | #246 |
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Exactly what I'm doing. The G87 M2 is my potential F80 replacement
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01-15-2021, 09:40 PM | #247 |
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As others have said, we don't really know much until the cars are available to be weighed and driven. That said, I would be shocked if the G80 does not deliver better track times than F80...that would be almost suicidal on BMWs part. Those who measure success in 0 to 60 (AWD!) and Nürburgring times will be largely satisfied; those who don't want a bigger and heavier car....not so much.
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01-17-2021, 02:52 AM | #248 | |
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On Cringeworthy - that is BMW latest ads on 7 series vs IX. Bullying is calling its customer boomers. US twitter account is run by a tone deaf guy-gal, and yet Robert went out and said that simply those guys at the top are responsible. None of what you pointed out - bullying of Klaus, cringe etc is in that video. Of course the dude is confident in saying what he thinks. Since when is that a bad thing? Since bunch of idiots stormed the capital, and now god forbid anyone has an opinion? Come on. Last edited by Tallest; 01-17-2021 at 02:59 AM.. |
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01-28-2021, 10:32 PM | #249 |
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Looks like the G80 AWD may match the M5 CS in weight
https://www.bmwblog.com/2021/01/28/b...-weight-ratio/
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01-29-2021, 01:45 PM | #250 | |
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Nothing that a couple of bolt-ons, a tune and a set of track tires won't take care of
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02-21-2021, 04:57 AM | #251 | |
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50/50 is perfect if there is driver sitting inside, usually the weight of driver is inclined toward the back of 50%. also you can not distribute evenly 50% of one half of the car compared to 50% of the weight of the other half therefore this engineering talk 50/50 is useless and has no relevance. |
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02-24-2021, 05:49 AM | #252 | |
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02-24-2021, 12:38 PM | #254 |
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Agreed but it’s a good target for front engine cars. It’s naturally very difficult to achieve significant rear weight bias with most of the heavy components towards the front of the car. Unless you add dead weight in the trunk which, we’ll isn’t a very good solution.
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02-24-2021, 12:45 PM | #255 | |
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02-24-2021, 01:14 PM | #256 | ||
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M CEO basically confirmed in an interview there will be a M car coming, that is not existing otherwise, so a only M car. However, no hints on ice, hybrid or full EV, but within next 5 years. |
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02-24-2021, 04:04 PM | #257 | |
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02-27-2021, 10:32 AM | #258 |
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Why is the rear bias better? A "bias" by definition has a negative meaning. Will you provide a legitimate source that explains this properly? I have read some about this but I cannot vouch for the logic of my sources.
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02-27-2021, 10:43 AM | #259 | |
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Weight in front ends in understeer when cornering. There is a reason why mid/rear engines are better race cars. |
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02-27-2021, 12:50 PM | #260 | |
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The reason why a greater rear weight distribution is favourable to create nimble handling has to do with polar moment of inertia. I am not sure how familiar you are with physics and engineering mechanics, but the polar moment is the "rotational mass" of an object; the greater the polar moment of inertia, the greater the force (torque) needed to change the rotational speed of the object. The polar moment of inertia of a mass element is defined by the product of the mass element with the square of the distance of the mass element to the centre of rotation (I = m * r^2). So the further the mass element is located from the centre of rotation, the greater its polar moment of inertia. That is why mid-engines cars are considered more nimble, because they have a lower natural polar moment of inertia since their mass is concentrated closer around the centre of gravity. Further, when an object rotates around a point that is not its centre of gravity, the objects natural polar moment of inertia needs to be added to the polar moment of inertia created by the distance between the centre of gravity and centre of rotation.
And this later point is key as to why rear weight distribution is preferable for nimble handling in vehicle dynamics. When a vehicle is going through a turn, it does not pivot around its centre of gravity, it pivots around the mid point between the rear wheels (on a front wheel steered vehicle). Imagine the front wheel steered at 90 degrees, and this becomes quite clear. So considering all of the above, it becomes obvious that the further the centre of gravity resides from the rear axle, the greater the force needed to get the car to change direction. And this is to the tune of the square of that distance (i.e. twice the distance requires 4 times the force). So the greater the weight distribution towards the front, the more the front tires need to work to get the car to change direction. Now the above only remains 100% true when the front and rear wheel slip angles are the same. The rotation point will vary with varying degrees of slip angle difference between the front and rear axles. When the front slip angle is greater than the rear (understeer), the pivot point shifts further to the rear; and when the rear slip angle is greater than the front (oversteer) the pivot point shift towards the front. In the extreme case of a spin, the car pivots almost around the centre point of the front axle. And that's where it becomes interesting from a vehicle dynamics standpoint. A car with a rear weight distribution will require much more effort (force) to recover from a spin because the centre of gravity is located further from the front axle. Remember that unrecoverable snap oversteer reputation of early mid engine Ferraris, Toyota MR2 and 911? I don't recall exactly where I specifically read all this, but I got to learn this while working on the design of our Formula SAE back in my engineering studies. If ever you want to dig deeper on the topic, two books that were useful to me at the time were "Fundamentals of Vehicle Dynamics" by T.D. Gillespie and "Race Car Vehicle Dynamics" by W.F. & D.L. Milliken, both published by the SAE.
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02-27-2021, 12:52 PM | #261 |
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The explanation is a bit more complex than this (see post above), but you got the conclusion right
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02-27-2021, 01:19 PM | #262 | |
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I do work for a Formula 1 Team and I am interested in this sport since I have been 6 yrs old so I basically know this stuff, altough of course not as detailed as you but I get the physics behind Thank you ! |
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02-27-2021, 01:45 PM | #263 |
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That's super
Can you tell which one ? (even if your nationality might provide a clue)
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