Lamborghini Developing Active Camber And Toe System
Lamborghini is working on a novel automotive technology that would allow vehicles’ to adjust camber and toe settings while moving. It’s something that the brand’s corporate parent, Volkswagen Group, has been struggling with for a while. But the potential benefits could result in major performance advantages and redefine how future suspension systems function.
That’s especially true if Lamborghini managed to take the system from adjustable to one that’s fully adaptive. Imagine a vehicle that predicatively adds negative camber in a corner while adopting something more neutral for the straights. In addition to the potential mechanical advantages something like that might offer, the resulting automobile would theoretically see reduced tire wear.
The presumptive downside is that the relevant systems would introduce additional complexities to vehicle designs that could reduce reliability and increase servicing fees. That’s perfectly acceptable on the kinds of automobiles that cost as much as a house and are purchased by individuals with massive disposable incomes. But it’s going to need to be robust before it’s likely to become commonplace on large-volume models.
It also doesn’t make sense in certain applications. If you’re not pushing a vehicle’s cornering physics to the absolute limit and are likewise planning on making it a daily driver, then there is not much of a point to having this kind of technology installed. Track vehicles tend to be set up for the track and probably have owners who probably keep a set of street tires they don’t mind seeing wear prematurely. But some drivers may opt to adjust toe and camber ahead of hitting the track, keeping the vehicle as streetable as possible the rest of the time.
Lamborghini’s new tech clearly caters to the latter group, saving them some time and energy.
At this point, the automaker has a working prototype and the Active Wheel Carrier required has been installed in a Huracán for testing. Car and Driver even managed to spend some time with it, stating that some aspects of the system are more revolutionary than others.
From Car and Driver:
According to Rouven Mohr, Lamborghini's chief technical officer, this is one of the final frontiers of vehicle dynamics. Suspension geometry is usually based around a set of compromises, with the loads created by a car in motion inevitably negatively affecting at least some of these. And the alignment settings that are right for the track will cause premature tire wear on the street, which is why many high-performance cars have track-alignment settings and necessitate switching back and forth. Gaining active control in two different planes—toe being the angle of the rotating wheel relative to the direction of travel, and camber its side-on angle relative to the ground — means that many of these compromises can be eliminated. The results, based on our drive in a Lamborghini Huracán development mule at Porsche's Nardò test track in Italy, are deeply impressive.
The idea itself is not new, and Mohr admits that work on it was being done at fellow VW sibling Audi when he previously worked there. But as well as the hardware required to move the wheel in two planes, the challenge is creating a control system capable of doing so quickly and accurately enough to allow the benefits to be exploited. This is an area in which Lamborghini is leading the way.
The system works exclusively on each of the Huracán prototype's rear wheels. Active toe control is, in essence, a rear-steering system. We've had those before, of course—but this one can also move the wheels between toe-in, where the leading edges point very slightly toward each other, and toe-out, where they do the opposite. In very general terms, toe-out makes a car more reactive and keener to turn, while toe-in gives better high-speed stability.
The adjustable camber is far more impressive and likely harder for the company to make work. Having the Active Wheel Carrier allows Lamborghini to adjust the cornering loads tires are subjected to. According to Lamborghini, you can tweak the angle to have up to 25 percent more cornering force or set it back to something neutral to improve straight-line performance.
This system is said to be capable of moving 6.6 degrees of toe adjustment in either direction. The Active Wheel Carrier is also supposed to allow between 2.5 degrees of positive and 5.5 degrees of negative camber — which can take place simultaneously with toe-angle changes within 60 degrees per second.
Better still, the hub assembly that houses the necessary hardware looks fairly simple and quite robust. Car and Driver described the unit as having “one face to mate with the half-shaft connecting to the transmission and the other joining the hub that holds the wheel.” A pair of rotating flanges with teeth are situated within, and their rotation (controlled by an electric motor) is what changes the relative angle between the sides. One adjusts camber and the other determines the toe angle.
Apparently, the tricky part wasn’t building the hardware. It was getting the unit to work in tandem with Lamborghini’s stability control, torque management, and active aerodynamic systems.
The current prototype is affixed exclusively to the rear axle of a rear-drive car, which is a little surprising. But it may just be due to Lamborghini equipping electric motors to the front axle of future hybrid models. While I’m hardly an engineer, it also seems like it would also be tough to synchronize it with caster angles — potentially keeping it relegated to the back half for test mules for the time being.
At any rate, those who have tested the system claim the difference is immediately noticeable and makes the prototype Huracán feel like a newer Lamborghini. It doesn’t sound like it’s going to offer superhuman levels of performance. But it’s still reducing lap times and may eventually evolve into something that is applicable for everyday driving.
[Image: Lamborghini]
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A staunch consumer advocate tracking industry trends and regulation. Before joining TTAC, Matt spent a decade working for marketing and research firms based in NYC. Clients included several of the world’s largest automakers, global tire brands, and aftermarket part suppliers. Dissatisfied with the corporate world and resentful of having to wear suits everyday, he pivoted to writing about cars. Since then, that man has become an ardent supporter of the right-to-repair movement, been interviewed on the auto industry by national radio broadcasts, driven more rental cars than anyone ever should, participated in amateur rallying events, and received the requisite minimum training as sanctioned by the SCCA. Handy with a wrench, Matt grew up surrounded by Detroit auto workers and managed to get a pizza delivery job before he was legally eligible. He later found himself driving box trucks through Manhattan, guaranteeing future sympathy for actual truckers. He continues to conduct research pertaining to the automotive sector as an independent contractor and has since moved back to his native Michigan, closer to where the cars are born. A contrarian, Matt claims to prefer understeer — stating that front and all-wheel drive vehicles cater best to his driving style.
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😴 Let me know when they develop a clutch pedal
"The presumptive downside is that the relevant systems would introduce additional complexities to vehicle designs that could reduce reliability and increase servicing fees."
And also that driver feedback is no longer predictable. When gong fast, experienced drivers invariably gravitate to where slip angles are getting steeper, and balancing there. More negative camber, allows the cornering speed to be a bit higher before slip starts being noticeable. But at the cost of slip onset being more abrupt once you get there. With time in a car, tire, track and setup; you gain comfort and can push things. With an "active" system, which could change corner to corner or even midcorner with a will of its own, you will have a much harder time ever getting to any comfort level. So I don't really see how that sort of system would ultimately be faster.
Instead, being a German luxo brand, chances are Lambo's system is designed to work alongside stability control. To allow people who aren't really in a position to push the car, to simply "trust the computer" and blindly hang on "safely" for a faster lap around the 'Ring than they could on their own.
The Germans have been going that way with all their cars for two decades now. Their paying audience being rich guys needing validation, rather than car guys looking for exhilaration. It makes for increasingly boring, despite being nominally "faster" sports cars.
It does make for very meaningful improvements in what is their bread and butter business, though: Family/commuter cars increasingly capable of being driven safely and comfortably by near anyone, even at 155mph down the autobahn. 5/E/A6-series class cars are almost completely there. One of those with a big 6cyl diesel, is utterly amazing, as a transportation device and a technical marvel. At least in Germany, they're almost like having your own, personal, door-to-door Shinkansen. Most other places, they're increasingly overkill, but that's arguably because most other places area bit backwards and behind the curve.....
The same technologies, are increasingly allowing even something as unsuited-for-the-task-of-rapid-mobility as a tall CUV, to haul the mail at speeds way above what prudence would seemingly dictate. From a vehicle design and engineering POV, the level of technology and industrial/production sophistication is amazing, and a big reason why German industrial salaries can be what they are. But for "sports cars", where the onus is on mechanical driver involvement, I just don't see the point any more.