Sentences with phrase «axle than the rear»

Not exact matches

Those which turn up in races of less than three hours probably will carry the kind of optional equipment Duntov used at Daytona Beach — small racing windscreen in place of the standard, speed - cheating wrap - around windshield, a streamlined cockpit cover, modified camshaft and a rear - axle ratio to suit the circuit.

The assembly was easy other than a stumble over the part where the manual shows you to put the rear axle on backwards, once it was all put together I realized it wasn't working right and flipped it.

Rather than calling in the rear axle to help only when the front tyres loose grip, like the Haldex system in the SEAT and Tiguan, the Forester has a centre differential that constantly distributes torque to both axles.

So rather than trying to send much of the 510 lb - ft of torque to the rear axle, I concentrated on enjoying the smooth shifts available from the short - throw, six - speed gearbox, which is a great box but, I might offer, no better than the one in the Roush Mustang that we drove a few months ago.

That would be the rear suspension stuttering in protest over handling way more torque than any five - link solid axle should be expected to manage.

However, rather than back - off and wait for the understeer to subside, now's the time to get into the GTB's power and torque to use the rear axle to neutralise the push.

What the rear axle lacks in vertical damping and body control it more than makes up for in the amount of it communicates to the driver, sending masses of information about just how much grip the tyres have at any given time.

Nissan does have a more refined multi-link suspension arrangement than the simplistic torsion beam rear axle found in our tester, but offers it only on all - wheel - drive Jukes.

The 50:50 split also makes sure that the strain is distributed, that neither the front nor the rear axle bare more strain than the other.

What's more, the rear axle is geared 2 % quicker than the front.

Packing an all - new 2.9 - litre twin - turbocharged V6 it also offers greater performance than its predecessor, while a rear - biased all - wheel drive system, an optional locking differential for the rear axle and a 60 kg weight reduction compared to the old model give the latest RS5 extra credibility as a driver's car.

For all the more than 60 years of rear - engine cars like the Porsche 911, cars with engines mounted behind the driver but in front of the rear axle have fascinated Porsche.

It was designed to work all around the world because it is being sold globally, and rather than a live rear axle it uses a sophisticated multi-link arrangement.

The rear seat is placed closer to the rear axle, and the backs of the front buckets are scooped out to create more impressive rear passenger space than you'd expect from the increase in size.

They are certain that their open differential with Brake Steer is a better solution than a mechanical limited slip differential (again heavy, prone to inducing understeer) and they're willing to prove it even when the rear axle has to cope with 903bhp and 664 lb ft.. They stick to their principles absolutely and that makes the P1 a unique and fascinating car to drive.

Rather than the antiquated multi-layered leaf springs of old, the S90 uses a composite spring that stretches across the width of the rear axle.

Underneath there's a heavily reinforced four - link suspension set - up and the multilink rear axle is unique to the Coupé (it's 50 mm wider than even the C 63 saloon).

The biggest change is at the rear, where there's now a sophisticated multi-link rear axle instead of a far simpler torsion beam, while the adaptive dampers are claimed to work across a wider bandwidth than before.

With more power and torque to distribute the rear axle is still easily overwhelmed, but, on track at least, the car is actually very fluid and languid in the way it moves from neutrality into oversteer — rather than being spikey and difficult to control.

When the standard drive wheels are front I can not come up with any reason to run 2WD other than when running on a donut or with mismatched tires between the front and rear axles.

Curiously, other than in steady state driving (when the rear axle is effectively disconnected in the name of efficiency) the rear wheels actually rotate slightly faster than the fronts, which is what gives the Ford its rear - wheel drive feel through the corners.

The limited - slip differential on the rear axle is also brought into play to create something called Direct Yaw Control, which essentially helps make a heavy car (1725 kg) feel much lighter and more nimble than it should.

A power output higher than a Ferrari F12's should be more than enough to cut the driven rear axle loose and live up to its «Racing Drift» name, while there's a «Rocket Bunny» aero kit to make sure its looks possess similar levels of attitude.

Although the CTR3 is the same length as a 911, its wheelbase is a whopping 10.8 in longer to accommodate the repositioning of the twin - turbo flat - six engine (increased from 3.6 to 3.7 litres and based on the 996 Turbo's powerplant, not the 997's) so it sits in front of rather than behind the rear axle.

The rear suspension could be less sophisticated, we suppose - rather than be allowed to move excessively from side to side, the live axle is located by a panhard rod and it is suspended by coil springs, not leaf springs.

The limited - slip differential gives the car enormous traction away from bends, but with so much more torque than before you can manipulate the attitude of the rear axle using the throttle pedal more readily, particularly in damp conditions, which makes the car really engaging and rewarding.

There is an «off - road» mode, but this does little more than make the rear axle more reactive and slacken off the traction control.

That means, proportionally, that the front axle has less mechanical grip than the rear — or, as the Porsche engineers were quick to point out, that the rear has more grip thanks to even wider tyres than before.

Modern Volkswagen group cars are much safer at the limit, pushing into steady understeer rather than allowing the rear axle to chase the front.

Overall, it feels front - rather than rear - wheel drive, and with the back axle unwilling to play a part in cornering, it lacks the adjustability traditional sports car buyers will crave.

The 270 wears a six - inch tyre on the rear axle rather than the eight - inch rubber that the 360 and 420 use.

Rather than pushing on at turn in, the car instead collapses a little onto its rear axle.

Wheel travel of 7.3 inches front and 8.2 inches at the rear is better than you might expect from an independent suspension, and Honda's VTM - 4 lock button allows the driver to send the maximum torque (70 percent) to the rear axle at low speeds, such as when pulling a boat up a ramp.

Because the Ridgeline's independent rear suspension takes up far less space than a live axle, Honda was able to add a large compartment under the truck bed, providing a clean and dry home to the spare tire (either the standard mini-spare or available full - size) and, more significant, an 8.5 - cubic - foot trunk.

Rear - axle steering and Porsche Torque Vectoring Plus with fully variable rear axle differential lock increase agility and dynamics, and the wider front and rear track widths enable even better roll stability than in the 911 Rear - axle steering and Porsche Torque Vectoring Plus with fully variable rear axle differential lock increase agility and dynamics, and the wider front and rear track widths enable even better roll stability than in the 911 rear axle differential lock increase agility and dynamics, and the wider front and rear track widths enable even better roll stability than in the 911 rear track widths enable even better roll stability than in the 911 GT3.

Examples include the adaptive air suspension with three - chamber technology boasting a 60 % greater air capacity than that of the predecessor, new Porsche Dynamic Chassis Control Sport (PDCC Sport) and rear - axle steering.

And it's more dynamic than ever: thanks to Porsche Dynamic Chassis Control Sport (PDCC Sport), Porsche 4D Chassis Control, three - chamber air suspension and — for the first time in the Panamera — rear - axle steering.

The configurations will include a single motor on the front axle for the front - wheel - drive models and an optional one on the rear axle for four - wheel drive; a single motor on the rear axle for rear - wheel drive, with an optional one on the front axle for four - wheel drive; and a further one on the rear axle for four - wheel - drive performance models to create a car with more than 800bhp.

Examples include the adaptive air suspension with threechamber technology boasting a 60 % greater air capacity than that of the predecessor, new Porsche Dynamic Chassis Control Sport (PDCC Sport) and rear - axle steering.

Independent rear suspension reduces unsprung weight by attaching the differential to the chassis rather than solidly mounting it with the axle

Awards: * ALG Residual Value Awards * 2014 KBB.com Best Resale Value Awards Reviews: * Strong V8 powertrains; large double cab with traditional rear doors; colossal CrewMax cab; simplicity of axle ratios makes it easier to configure than other trucks.

The front and rear axles are each equipped with their own high - output motor to deliver acceleration even more powerful than a 3.0 - litre petrol engine, while maintaining an incredibly responsive 4WD performance.

An electronically controlled clutch, which can engage faster than a human can blink, transfers power between the front and rear axles, sending up to 100 percent of the power front or back.

Our biggest complaint is that we would like to see an optional selectable locker available in the rear axle, rather than the standard limited - slip differential.

The latest 7er comes equipped with Dynamic Damper control and air suspension on both axles, rather than just the rear axle.

Ridgeline's independent rear suspension cushions bumps better than nearly all solid - axle - equipped competitors.

This is an SUV that can be had in the Rubicon model with heavy - duty Dana 44 axles with mechanical lockers, a 4:1 low - gear ratio, front and rear locking differentials, larger off - road tires, and an electronic disconnecting front sway bar that will allow your wheels to travel farther than ever when you tear up the rocks and trails you find around your Frankfort, IL home area.

It still offers a permanent four - wheel drive system, but this time it sends 40 percent of its torque to the front axle with the remaining 60 going to the rear, rather than splitting torque evenly.

It conquered the varied terrain admirably, with much more comfort from its fully independent suspension than solid - rear - axle trucks could hope for.

Part of the credit here is due to the Navigator's independent rear suspension (rather than a solid axle) that allows the third row to be packaged lower in the chassis, resulting in a lower floor and more room for passengers.