How Honda Civic Makes Torque Steering History
Big power and front-wheel drive have not fused well in the past, but car enthusiasts continue to adore hatchbacks and their effectively packaged, front-wheel-drive powertrains still. Come to think of it, hatchbacks give sensitive handling, competitive power, and light weight feel, coupled with adequate storing space in a relatively small car. But it’s a perfect equilibrium between power and poise.
When Honda stated that their newest front-wheel-drive hatchback could overpower the 1995 with its 306 horsepower, people were skeptical. But surprisingly, the Type R does not make a huge defiance to controls regardless of going on full throttle. Honda achieved this impressive feat through the Dual Axis Front Strut and a new special knuckle.
As far as technicalities go, two metrics play a huge role in drive torque tugging on its steering capabilities. The scrub radius refers to the distance between the steering axis and the centerline of the tire. Spindle length talks about the distance between the centerline and steering axis in relation to the tire’s center point. These are almost the same, but not quite because the centerline and the steering axis usually aren’t parallel at all.
That’s a big quandary in geometry and physics, as it is. It’s like the contact patch is the location where all the collision forces concerning the tire and road is, but that’s not where the powertrain and steering system interact with the tire. The further drive torque and steering are from the given center point, the more they impact and affect each other. Uneven torque between the drive and passenger side wheel is what exacerbates this issue.
It’s almost unachievable to lessen the scrub radius and spindle length with traditional front axles. Honda, on the other hand, went around the issue by redeveloping the hub with more joints to minimize the aforementioned metrics and let the steering system and drivetrain coexist without the complications.