Just read at motorsport.com about the BAR "device was used on the front of the spare car during Friday practice and improved cornering ability through torque transfer." which i thought was controlling the front tires? I don't understand this concept. I know that you would want the inside tires to travel slower in corners since they are traveling a shorter distance which I believe was the same concept McLaren used with their extra brake pedal a few years back. Anyone have any other ideas?
im definately not an engineer so dont kill me if im wrong but since one wheel is turning more than the other during a turn, this device in turn converts the energy of that wheel( one which is turning more) and transfers that energy into the less revolving wheel, thus increasing traction to that wheel... is that sound right?
From what I read, seemed a system with two half-shafts connected to each front wheel with a diff-like system between them, being the diff relation a function of the steering wheel position. That should allow more stability in the front and avoid some undesteering.
But I can be biased, has Benetton has already used such a system back in Nick Wirth years (1999? 2000?) at it was proven to be a failure (too much volume and weight in the front, raising the CG, I believe, not sure if it was proven against the regs, back then).
having some sort of lsd between the front wheels could help a great deal under braking especially under trailbreaking wich is notorious for inside frontwheel locking.You could completely eliminate that problem.
As the guys have to reduce maximum braking capability of the outside front tyre to avoid flatspotting the inside wheel the gains on corner entry
would be quite considerable.
Interestingly in ETCC some teams use a lot of ramp and spreading force under breaking sometimes even more lock ounder braking than under acceleration....diffs are very strong tools to make a car work the tyres .
