I honestly feel like some points are so bang on it's not even funny, I learned so many things and this answered a lot of questions I had especially the servo location aspect, I'll admit it's something I'd love to dive into further as I'm trying to get more of an understanding of it in the drift world but overall very very informative video, only tip would be to label some more stuff ie kingpin ball joints ect I get how to much info can be cluttering but I feel some was missing and was left to interpretation, All in all great video 🤘🤘
The Infiniti Q50 Hybrid’s have a steer by wire system that steer the front wheels at varying rates. The outer edges of the front tyres wear heavily giving the impression that the wheel alignment is out. I’ve always known it was down to varied steering rates but now I know it by its name.
Steer by wire cannot cope with car steering they tried to use aerospace stuff but the flight is not a ride. Definitely Infinite stupidity in this case.
Did you made that comment 5 months ago about not even wear? Do you think that one side wear is a sign of correct steering if we are talking about low speed cars?
@@radnasirhill It’s a symptom of a highly reactive steering system. I’ve driven this system on cars that have done 150 thousand miles and they still steer like a new car. I think the future of this system is one that incorporates a reactive camber that keeps the tyre flatter to the road. At present Infiniti recommended wheel rotation from front to rear. This gives a more even and progressive wear and is a small price to pay for the steer by wire system and the benefits it brings which includes lower maintenance and fuel economy. I understand this system was banned from formula one but not sure why, it’s been said it was too advantageous but that’s something I will look into when I have time, it would be interesting to know how their system affected tyre wear.
Ackerman is from my experience best to assess from its basic reference angle which is the track to wheelbase ratio related. If you know fine if not I will explain. Let me know. Basically Ackerman is not that complicated but I would say obsolete. I do my cars differently avoiding Ackerman because it does make sense to horse and carts but in real speed it should be abandoned and chucked away.
I like how you talk and show how ackerman works. I race oval so how much ackerman do you suggest? Servo all the way forward all the way back with or without tow out so I don't lose speed in the corner keeping my speed coming out of the corner? Any suggestions are very much appreciated! Thanks!
I think the emphasis given to the turning radius of the inner unloaded wheel is over exaggerated in it's effect . Firstly it's not doing as much work as the outer loaded wheel . I think it,s more due to the effects of jacking up the chassis on that side which works in conjunction with the castor angle of the kingpin . You can see this effect on full size F1 cars when they do donuts, the whole car is revolving around a pivot point which is the inner edge of the front tyre that's jacking the chassis up on that corner . Stating the obvious The whole feel of steering on a 12th car is a combination of ,tyre/track grip , ackerman , lock , camber , castor all working together . I have been trying for 40 years and still don't manage it most of the time
Another thing I meant to add is driving ability . All the top drivers have cars set up with a lot of steering and are edgy ( I doubt if I could drive their cars in a straight line ) but they look smooth because of the drivers ability and throttle control . 12th cars need to be pushed into corners loading up the front but then balanced with throttle to rotate smoothly . Backing off the throttle to much will make it unstable ie the front digs in . Spool diffs have made good throttle control even more important because they seem to need to be pushing all the time so a throttle jabber like me stands no chance . These are only my opinions so if any one wants to rip me to bits carry on I would like your thoughts .
Hi Fred Many thanks for the feedback. The inside wheel is huge when it comes to Ackerman, even thought it’s unloaded it’s a huge influence on turn. The inside wheel creates a yaw effect to rotate the car. Contrary to belief and I’ve spoken with Alex Hagberg a lot on this; 12th scale cars for the best need to be easy to drive and the edginess isn’t as much as you may think. Always great topics of discussion and appreciate your thoughts.
Thank you so much! The presentation makes everything more intuitive, and is really helpful.
I honestly feel like some points are so bang on it's not even funny,
I learned so many things and this answered a lot of questions I had especially the servo location aspect, I'll admit it's something I'd love to dive into further as I'm trying to get more of an understanding of it in the drift world but overall very very informative video, only tip would be to label some more stuff ie kingpin ball joints ect I get how to much info can be cluttering but I feel some was missing and was left to interpretation,
All in all great video 🤘🤘
Wow, this is great! Thank you. Also thanks for being so humble with it all; I like the smooth ego.
excellent video sir , very informal , very easy to understand . great stuff here .
The Infiniti Q50 Hybrid’s have a steer by wire system that steer the front wheels at varying rates. The outer edges of the front tyres wear heavily giving the impression that the wheel alignment is out. I’ve always known it was down to varied steering rates but now I know it by its name.
Glad to be of some use!
Steer by wire cannot cope with car steering they tried to use aerospace stuff but the flight is not a ride. Definitely Infinite stupidity in this case.
@@radnasirhill You’re wrong, steer by wire is very reliable in Infiniti’s and without issue
Did you made that comment 5 months ago about not even wear? Do you think that one side wear is a sign of correct steering if we are talking about low speed cars?
@@radnasirhill It’s a symptom of a highly reactive steering system. I’ve driven this system on cars that have done 150 thousand miles and they still steer like a new car. I think the future of this system is one that incorporates a reactive camber that keeps the tyre flatter to the road. At present Infiniti recommended wheel rotation from front to rear. This gives a more even and progressive wear and is a small price to pay for the steer by wire system and the benefits it brings which includes lower maintenance and fuel economy. I understand this system was banned from formula one but not sure why, it’s been said it was too advantageous but that’s something I will look into when I have time, it would be interesting to know how their system affected tyre wear.
You all vidéo is very very Nice tky for the Time you take for explain, you are the good man to love Rc car same mère tky So Much.
My pleasure. Very happy you enjoyed!!
Excellent stuff here!!
Thanks Johnny!
Amazing video!
Thank you!
Ackerman is from my experience best to assess from its basic reference angle which is the track to wheelbase ratio related. If you know fine if not I will explain. Let me know. Basically Ackerman is not that complicated but I would say obsolete. I do my cars differently avoiding Ackerman because it does make sense to horse and carts but in real speed it should be abandoned and chucked away.
I like how you talk and show how ackerman works. I race oval so how much ackerman do you suggest? Servo all the way forward all the way back with or without tow out so I don't lose speed in the corner keeping my speed coming out of the corner? Any suggestions are very much appreciated! Thanks!
I think the emphasis given to the turning radius of the inner unloaded wheel is over exaggerated in it's effect . Firstly it's not doing as much work as the outer loaded wheel . I think it,s more due to the effects of jacking up the chassis on that side which works in conjunction with the castor angle of the kingpin . You can see this effect on full size F1 cars when they do donuts, the whole car is revolving around a pivot point which is the inner edge of the front tyre that's jacking the chassis up on that corner . Stating the obvious The whole feel of steering on a 12th car is a combination of ,tyre/track grip , ackerman , lock , camber , castor all working together . I have been trying for 40 years and still don't manage it most of the time
Another thing I meant to add is driving ability . All the top drivers have cars set up with a lot of steering and are edgy ( I doubt if I could drive their cars in a straight line ) but they look smooth because of the drivers ability and throttle control . 12th cars need to be pushed into corners loading up the front but then balanced with throttle to rotate smoothly . Backing off the throttle to much will make it unstable ie the front digs in . Spool diffs have made good throttle control even more important because they seem to need to be pushing all the time so a throttle jabber like me stands no chance . These are only my opinions so if any one wants to rip me to bits carry on I would like your thoughts .
Hi Fred
Many thanks for the feedback. The inside wheel is huge when it comes to Ackerman, even thought it’s unloaded it’s a huge influence on turn. The inside wheel creates a yaw effect to rotate the car.
Contrary to belief and I’ve spoken with Alex Hagberg a lot on this; 12th scale cars for the best need to be easy to drive and the edginess isn’t as much as you may think.
Always great topics of discussion and appreciate your thoughts.
@@RCRaceCar I agree but I still think it's due to the jacking effect but obviously the steering angle has it's input .
@@fredhatfield5863 the jacking affect is more associated with castor angle.
@@fredhatfield5863 and camber...