ausmartin

Ala http://en.wikipedia.org/wiki/Automobile_layout
"Torque steer is the tendency for some high power front-wheel drive
cars to pull to the left or right under hard acceleration. It is a
result of the offset between the point about which the wheel steers
(which falls at a point which is aligned with the points at which the
wheel is connected to the steering mechanisms) and the centroid of its
contact patch. The tractive force acts through the centroid of the
contact patch, and the offset of the steering point means that a
turning moment about the axis of steering is generated. In an ideal
situation, the left and right wheels would generate equal and opposite
moments, cancelling each other out, however in reality this is less
likely to happen. Torque steer can be addressed by using a
longitudinal layout, equal length drive shafts, half shafts, a
multilink suspension or centre-point steering geometry.[8][9][10][11]
[12][13][14][15]
Lack of weight shifting will limit the acceleration of a front-wheel
drive vehicle. In a vehicle, the weight shifts back during
acceleration, giving more traction to the rear wheels. This is one of
the main reasons why nearly all racing cars are all- or rear-wheel
drive. However, since front-wheel drive cars have the weight of the
engine over the driving wheels, the problem only applies in extreme
conditions.
In some towing situations, front-wheel drive cars can be at a traction
disadvantage since there will be less weight on the driving wheels.
Because of this, the weight that the vehicle is rated to safely tow is
likely to be less than that of a rear-wheel drive or four-wheel drive
vehicle of the same size and power.
Traction can be reduced while attempting to climb a slope in slippery
conditions such as snow or ice covered roadways.
Due to geometry and packaging constraints, the CV joints (constant-
velocity joints) attached to the wheel hub have a tendency to wear out
much earlier than the universal joints typically used in their rear-
wheel drive counterparts (although rear-wheel drive vehicles with
independent rear suspension also employ CV joints and half-shafts).
The significantly shorter drive axles on a front-wheel drive car
causes the joint to flex through a much wider degree of motion,
compounded by additional stress and angles of steering, while the CV
joints of a rear wheel drive car regularly see angles and wear of less
than half that of front wheel drive vehicles.
The driveshafts may limit the amount by which the front wheels can
turn, thus it may increase the turning circle of a front-wheel drive
car compared to a rear-wheel drive one with the same wheelbase. "

Translated - Front wheel drives are cheaper to build for Car
manufactures.
Hence if Ford who is making rumblings of going with a FWD Falcon in
2010 - or a 4WD version.
If they go FWD and only - then I think the only customers they will
have to share with Toyota are Taxis.

Ho Hum ........

Marty

On Wed, 27 Aug 2008 02:291 -0700, ausmartin wrote:

> Translated - Front wheel drives are cheaper to build for Car
> manufactures.
> Hence if Ford who is making rumblings of going with a FWD Falcon in 2010
> - or a 4WD version.
> If they go FWD and only - then I think the only customers they will
> have to share with Toyota are Taxis.
>
> Ho Hum ........

My FWD has equal length driveshafts and well designed steering geometry,
so I think the only "torque steer" I get is from the differing levels of
tyre traction available at either side.

It is really only an issue with more than 3/4 throttle at around 4000RPM
in second and third gears, when the tyres decide between themselves as to
which one is going to smoke first. I suppose 18psi of boost doesn't help.