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Video History-Suspension 1
Video History-Suspension 2
Video History-Suspension 3
Video History-Suspension 4
Video History-Suspension 5
Video History-Suspension 6
Video History-Suspension 7

Video Undercarriage 1
Video Undercarriage 2
Video Steering Wheel 1
Video Steering Wheel 2
Video Steering Lock
Video Steering
Video Safety Steering
Video Rack Pinion Steering
Video Steering Ratio 1
Video Steering Ratio 2
Video Steering Ratio 3
Video Ball Steering
Video Worm Roller Steering
Video Hydraulic Power Steer. 1
Video Hydraulic Power Steer. 2
Video Electr. Power Steer. 1
Video Electr. Power Steer. 2
Video Electr.-hydraulic Pump
Video Torque (power steer.)
Video Electr. Stab. Program
Video Finger Steering
Video One-piece Track Rod
Video Four Wheel Steering 1
Video Four Wheel Steering 2
Video Four Wheel Steering 3
Video Dry Joint
Video History
Video Suspension control 1
Video Wheel positions
Video Suspension
Video Spring systems
Video Electr. Air Suspension
Video Center of Gravity
Video Oblique/lateral drift angle
Video Elasto-kinematics
Video Elk Test
Video Wheel Bearing 1
Video Wheel Bearing 2
Video Wheel Bearing 3
Video Wheel Bearing 4
Video Ind. pulse sensor
Video Wheel sensor 2
Video Transversal Axis
Video Suspension Carrier
Video Below View
Video Adj. suspension
Video Stabilizer 1
Video Stabilizer 2
Video Double-wishbone 1
Video Double-wishbone 2
Video Double-wishbone 3
Video Air suspension truck
Video McPherson Strut 1
Video McPherson Strut 2
Video McPherson Strut 3
Video McPherson Strut 4
Video Trailing Arm
Video Twist-beam Rear Axle
Video Space Arms
Video Multilink Axle
Video Semi-trailing Arm Axle
Video Rear-wheel Drive
Video Electr. Stab. Program
Video ABS/ESP-Hydr. Unit
Video One-arm Swing. Fork
Video Formula-3 Racing Car
Video Pend. Wheel Suspen.
Video Torson Crank Suspen.
Video DeDion Axle 1
Video DeDion Axle 2
Video Rigid Axle 1
Video Rigid Axle 2
Video Rigid Axle 3
Video Rigid Axle 4
Video Rigid Axle 5
Video Self steering axle
Video Track rod joint
Video Springs
Video Coil Spring 1
Video Coil Spring 2
Video Coil Spring 3
Video Leaf Spring
Video Torsion Bar Spring
Video Rubber Suspension
Video Hydropn. Suspension
Video Air Suspension 1
Video Air Suspension 2
Video Shock Absorber 1
Video Shock Absorber 2
Video Shock Absorber 3
Video Shock Absorber 4
Video Shock Absorber 5
Video Single-tube Damper 1
Video Single Tube Damper 2
Video Double-tube Damper
Video Shock Absorber Piston
Video Friction Absorber
Video Tyres
Video Wheel Positions

Video Tyre Calculation
Video Inch -> mm
Video Slip
Video Axle Load Distrib.
Video Payload Distrib.
Video Roller Resistance 2

Video Wheel suspension 1
Video Wheel suspension 2
Video Wheels 1
Video Suspension 1
Video Suspension 2
Video Suspension 5
Video Steering 1
Video Steering 2

          A B C D E F G H I J K L M N O P Q R S T U V W X Y Z

  Four-wheel Steering

Mazda, Honda and BMW have also tried it out

At the moment, the Renault company is rekindling an old subject with their Laguna GT. As early as 1992 we know of the hydraulic element in the BMW 850 CSI which enables a limited amount of steering of the rear the wheels depending on the steering angle of the front wheels. The difference to today however, is only the smaller turning angle, compared with the of 2008 of approx. 3,5. The rear axle of the BMW is also driven, the axle of the Laguna isn't.

Already presented in 2006 by the subsidiary company Nissan

The hardware is relative simple. In the above picture you can see how a simple trailing arm suspension can be steered by the arrangement of the rear wheels, without influencing other which use the same basic undercarriage. The hydraulic cylinder in front of the cross-beam provides, by way of a two armed leverages and through a large gear ratio, for the sensitive movement of both tie-rods.

First in the opposite- then steering in the same direction as the front wheels

The rest is left to the electronics. Up to now, the Renault engineers have decided, that up to a speed of 60 kmh, the rear wheels steer in the opposite direction to the front wheels, above 60 kmh they steer in the same direction. This allows more agility with an approx. 10% smaller turning circle in and higher cornering speeds with increased saftey when driving faster on winding roads. In this case by the way, as a rule, only 2 of steering angle are achieved. In special situations, the electronics can add the remaining 1,5.

Under no circumstances should the driver be irritated

By the way, up to now the system doesn't mean a thing when parking in reverse because the electronics refuse to go along with it. One gets the impression that Renault wishes, under all circumstances, to avoid the driver having to cope with anything unusual. The 'Bum-meter' could be irritated if the axle were to be too independent, that would then be the opposite of increased safety. However, upgrading per software is still conceivable without problems after the introduction. 06/08

Will, this time around, enough buyers be persuaded?               Top of page               Index
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Translator: Don Leslie - Email:

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