Well, power to you then !

That is all your fault ... you could have been a design engineer for Serpent!!!

Actually, I have more to brag, after trashing my NTC3 hard I had the follwoing reactive bits:

i. toe in front/back
ii. camber front and back
iii. shocks (when the shock tower is about to give way)
iv. gear meshing (the spurs get worn)

And much more!!! Guess I really abused my car! Still I wanna see this new 710 ... most interesting.

Woow...

I think Bob The Builder got the right word for it. Reactive.

Perhaps they wanted to associate something to Art Carbonnel by putting the ART abbreviation.

Bob is the man!!! InitialD we swap cars this weekend and then you can let me know what I need to tweak on my car and I can then settle the argument using your car to see which car is tougher, Mugen or Serpent? Hahahaha ...

Do you have insurance?

I tried to perchase it but then the saw the way I drove and that was that! Also, I will not be able to insure your car and they will not cover deliberate attempt to total a car. Hmmmm ... still you can drive my car and I drive yours.

I think what serpent means that wheel angle (especially toe) could change when suspension goin up and down, just like Mr Bruno "elvo" explaining.

" Bump Steer "
Bump steer in generally undesirable. If the angle of the wheels does change as the suspension is compressed, the wheels should move outward. (steering less)
More bump steer can make a car have less steering, and be a little bit more stable in bumps.

(but as you can see, usually this condition appears in front suspension)

For Mr"Elvo"(Hope you read this one): Im sorry to use your guideline without permission. But we all in this thread will be happy if you can find your time at your earliest convinience to join with us here.

So what your saying is that the toe in of the rear wheels is REACTING to the position of the suspension ?

Quote from TSN:
Active Rear Toe-In (ART)
A ground breaking feature that enables, depending on adjustment, toe-in setting changes during acceleration and braking as well as rear steering assistance during cornering.

From their point was also saying that.

This will make the setup very wide....
Hope this feature not being very sensitive to tracktion change.

For now.. I think be patient is the best answer

If the two speed turns slower (better because of less inertia effects), does the ratio to the wheels get smaller or bigger to get the same final drive?

I'd say it will be lower than 2.0 ....

Could be my math.

Julius

Data was correct in his statement about using "active camber" for some time. We all have.

I thing someone got confused between camber and toe a page back.

Rear camber has been "active" or "reactive" for quite some time. The angle and length of the upper rear suspension arms effect camber change throughout the up and down travel of the rear hub. On the 705 and 835 (and their predesessors) we have been able to adjust the ammount of camber change on suspennsion compresion by using different size spacers between the hub and the upper arm.

So going with the pics and estimating the 1st gear ratio, the final drive ratio for the 1st gear will be somewhere below 8 then? Or unless there's a bigger 1st gear spur or a smaller 1st gear pinion than in the picture shown?

Spill the beans Julius !

sorry need to work. be back thursday.

I missed that one... I thought Data mentioned toe instead of chamber at one pass...

I think Data should not have replied to my post. He should have replied to my good buddy tIANcI's post I believe he was the one who started to get things mixed up !

Oh well, at least we tried...