Re : Toyota GR Yaris - official!
Discussion
rodericb said:
Captain Obvious said:
Thanks where did you find that? I was looking at that but had the translation running so it was in English. I'll bring it up, take a screenshot and put it in here.
I've been using google instant translate on my phone and holding it up to my laptop screen to read it.
Captain Obvious said:
Would be good to see an English translation in case I'm interpreting it wrong. Is it saying that the circuit pack bodyshell is stiffer. 20 odd thousand NM/degree is, in any case a good figure and goes some way to explaining why the car isn't particularly light, despite all the weight saving measures.
bcr5784 said:
Would be good to see an English translation in case I'm interpreting it wrong. Is it saying that the circuit pack bodyshell is stiffer. 20 odd thousand NM/degree is, in any case a good figure and goes some way to explaining why the car isn't particularly light, despite all the weight saving measures.
Google translate app on your phone will live translate the image if you point your phone at it.Captain Obvious said:
Regarding the guy who took his on track, you guys need to stop regarding him as a qualified motoring journalist or someone who's words should carry weight.
His throttle inputs are horrendous (binary stabbing at it mid corner), he thinks 100c is too hot for the car and slows down, he's flatshifting.
I'm glad someone else spotted the throttle issues. I mentioned it earlier by no-one seemed to pick up on it. Dude cannot shift for beans. His throttle inputs are horrendous (binary stabbing at it mid corner), he thinks 100c is too hot for the car and slows down, he's flatshifting.
uncleluck said:
My point is the cars of that design don’t usually fair well mechanically as they’re not really suited to the high rpm constant fast driving IMO. I’ve seen more of that type of car going home on transporters broken than any other. But anyway, whatever floats your boat I guess.
The cars as they are are fine and will usually pound round all day without drama. It’s likely you are seeing the idiots like me who throw twice the original power into them and find all the weak links. My Imprezas have all taken a hell of a pounding with pretty much no issue, never went home on a recovery truck until one was running over 500bhp. Plus they are 15-30 year old cars now so just age related stuff happens. I had to go home from one track day because my coolant temp sensor had a fit, thought the car was permanently overheating and wouldn’t let it run. Another is a random bad earth issue somewhere that confused the ecu. Nothing to do with track wear and tear as suchEvery 'experience' day on the planet has a ratty Impreza getting abused by fifteen different people every day of the week. They don't seem to struggle. Certainly never seen one (that hasn't been crashed) have to be recovered from a track day.
I always think they flatter average drivers very well on track days (Golf Rs do so too), especially when it's wet. Ideal track toy for many people.
I always think they flatter average drivers very well on track days (Golf Rs do so too), especially when it's wet. Ideal track toy for many people.
bcr5784 said:
Sam.M said:
Google translate app on your phone will live translate the image if you point your phone at it.
Thanks for that but the app seems rather flakey on the text in question.first is spring rate
second is spring diameter, not sure what the t value is
third I'm not sure of
Sam.M said:
Three lines in the suspension data
first is spring rate
second is spring diameter, not sure what the t value is
third I'm not sure of
Those aren't the figures I'm querying. Its the 2xxxx Nm/degree figures lower down. As I say I can only see that as the torsional rigidity of the bodyshell - and there is a significant difference between the "Performance" RZ verses the standard model which implies some additional stiffening such as strut braces (or roll cages).first is spring rate
second is spring diameter, not sure what the t value is
third I'm not sure of
bcr5784 said:
Sam.M said:
Three lines in the suspension data
first is spring rate
second is spring diameter, not sure what the t value is
third I'm not sure of
Those aren't the figures I'm querying. Its the 2xxxx Nm/degree figures lower down. As I say I can only see that as the torsional rigidity of the bodyshell - and there is a significant difference between the "Performance" RZ verses the standard model which implies some additional stiffening such as strut braces (or roll cages).first is spring rate
second is spring diameter, not sure what the t value is
third I'm not sure of
Sam.M said:
I think it's a measure of the amount of force to create 1 degree of body roll, basically a representation of the roll stiffness of the overall package, suspension and all.
No it's the force require to twist the bodyshell by 1 degree (you anchor one end of the bodyshell at the suspension attachment points and apply a twisting motion at the suspension attachment points at the other end of the car). Sam.M said:
Aha ok, ignore me!
I guess there could be some body differences. I'd have thought though that if there were they'd be making more noise about it
It must just be down to the suspension I guess?
Sorry no again. The torsional stiffness is measured between suspension ATTACHMENT points - it's completely independent of the suspension itself. That's why the Performance edition must have something extra over the standard version to make the shell itself stiffer. I don't know anything else that you normally measure in Nm/degree on cars - which is why I was trying to understand what the title of the row actually said.I guess there could be some body differences. I'd have thought though that if there were they'd be making more noise about it
It must just be down to the suspension I guess?
Sam.M said:
Don't apologise
All a learning curve for me, every day's a school day!
I'm not sure then, and it makes you wonder if there is a bodyshell difference whether that is carried over to the Circuit Pack cars or something they've kept for the RZHP version in Japan.
I can't see anything in the Circuit pack description - so I suspect, as you say, that it's a Japan only feature.All a learning curve for me, every day's a school day!
I'm not sure then, and it makes you wonder if there is a bodyshell difference whether that is carried over to the Circuit Pack cars or something they've kept for the RZHP version in Japan.
Darren198 said:
The figures seem too low to be related to stiffness of the bodyshell unless it's somehow measured differently from how I'm thinking. A 2007 Z4 Couple has a torsional stiffness rating of 32,000NM/degree. I'd expect these to be much higher than that
Definitely not bodyshell stiffness, the engineers would hang themselves if it was that floppy! Does it have a twist-beam rear suspension unit? Could be the stiffness of that.Captain Obvious said:
OK, here's how I read it:RZ HP RZ
Tyres Michelin PS4S Dunlop Sport Maxx
Wheels BBS Enkei
LSD Yes No
Front suspension:
Spring rate 36N/mm 34N/mm
ARB diam 24.2mm 23.2mm
Damper rates 1610N/890N 1550N/880N
(compression/rebound)
Rear suspension:
Spring rate 36N/mm 36N/mm
Rear ARB diam 21mm 21mm
Damper rates 1440N/890N 1130/870
(compression/rebound)
Upright stiffness? 2540Nm/degree 2360Nm/degree
Weight balance? 64%F 61%F
ESP program
ETA: The stupid post system has stripped my formatting, that was a nice neat table before
Edited by Krikkit on Friday 23 October 12:25
Darren198 said:
The figures seem too low to be related to stiffness of the bodyshell unless it's somehow measured differently from how I'm thinking. A 2007 Z4 Couple has a torsional stiffness rating of 32,000NM/degree. I'd expect these to be much higher than that
23/5 odd thousand is a good figure for a car of that weight - see http://youwheel.com/home/2016/06/20/car-body-torsi... (The really significant figure is nm/degree/kg - a heavier car needs more stiffness for the same effect). The Z4 coupe (and the Cayman even more so for that matter) are stiffer than they need to allow the convertible versions to be acceptably stiff.) Convertibles are usually have half (or less) stiffness of their coupe brethren. A 991 Cab is only 11700nm/degree (and feels it)!Gassing Station | Toyota | Top of Page | What's New | My Stuff