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(GT-NSX Dissection) Learn of the Secrets Unseen From the
Grandstands
Volume 2 - Transplant a F1-Class Footwork
Lecturer: Akie Oku
*What is a Double-Wishbone? The suspension is a very important part that decides the maneuverability
of a car. The size and shape vary depending on the use and purpose
of the car. The factory NSX has an impressive suspension that is
designed to pursue high mobility and performance, which is a must for a
pure-bred sportscar. The GT version NSX, however, requires a
different suspension in order to win races. As a result, the
GT-NSX's suspension is quite different from the factory NSX's
suspension. Let us compare and contrast the two as we discuss this
further.
The factory NSX utilizes an in-wheel type double wishbone
suspension. "Double wishbone" refers to a suspension type
where one wheel is supported by two arms that support it from above
and below. Upon looking up an American dictionary, we find that,
"A wishbone is a bird's ribcage." Folklore has two people
pulling on each side of the rib, and whomever gets the longer half of the
ribcage "bone" would get their "wish". While its
naming comes from the visual similarities, it is a unique name for an
automotive part. For the automobile, we cannot have the wishbone breaking on us,
so a very sturdy pair of arms connects the tire to the car. The two
ends of the wishbone are connected to the car, and the tip is connected to
the wheel. By having one on top of the other, this sets up a
"double" wishbone setup. The two arms are referred to as
"upper arm" and "lower arm."
*A Unique Factory Suspension When compared to other suspensions, a double wishbone suspension
is more complex and requires more parts, but adjusts the wheel position
wonderfully despite changes in road condition. Because it performs
the basic needs of a suspension on a high level, race cars and luxury
production cars often make use of it. With the current Formula 1,
using a double wishbone setup for both the front and back is an obvious
choice. The factory NSX also pursues such accurate handling, and
utilizes the double wishbone suspension setup. However, the phrase "double wishbone" does not cover
all variants. The factory NSX utilizes a "In-Wheel" type
double wishbone suspension. In this setup, the wishbone arm extends
well into the wheelwell. The most noticeable, visual difference is
that the arm itself no longer takes on a triangular shape. Instead,
it looks as though an extra arm is attached beyond the triangular
arm. (see illustration below) What this does, is that the car
will gain all the advantages of the double wishbone suspension, but in
addition, gain the ability to lower the overall height of the suspension,
and the chassis. In order to make a factory car like the NSX hug the
ground like it does, the in-wheel, double wishbone suspension was a must
Incidentally, the diagonal, narrow pipe with an attached spring
is known as the spring damper unit. Typically, the spring damper
unit's lower end is attached to the lower arm, and the upper end is
connected to the chassis. The spring here supports the weight of the
car, and expands and compresses depending on chassis position.
During such motion, the dual wishbone arms will also move up and down,
while being attached to the chassis.
*Different Thinking upon Conversion from Factory NSX to
GT
The GT version is made with different objectives from the factory
NSX, so modifications must be made in order to satisfy those goals.
First off, wider tires will be used for racing, so the suspension will
have to accommodate such changes. In addition, the suspension must
be adjustable, so that the car may be raced on varying racing
conditions. On the other hand, such considerations required for a
factory car, such as development time, cost, ease of assembly are not a
high priority.
So, under such conditions, the factory NSX was to be
converted to a GT version. During the initial stages, the factory
NSX's well-developed, in-line, double wishbone suspension became an
obstacle. The All-Japan GT Racing Association rules state that when
creating a GT car, one must retain the original suspension setup of the
factory model. Fortunately for the NSX, it already came equipped
with a double wishbone suspension -- this was not a problem.
However... As mentioned before, the GT-NSX would
require wider racing tires. In order to accommodate for the larger
tires, regulation allows for small modifications, such as allowing the
fenders to be widened by 50mm on each side. However, the factory NSX
had already pulled many tricks out of the hat, such as the in-wheel,
double wishbone setup. There simply was no more space to work
with. In order to make things work while preserving the double
wishbone setup, a radical design change had to be made.
*Much Like the F1 - Use a Pushrod Please see the image below. As you can see, the GT-NSX
utilizes normal-looking upper and lower arms. They are almost
triangular, and quite simple -- much like the ones used for Formula 1
cars. The gap in-between the upper and lower arms is to provide more
leverage to support the larger wheels, which will be turning faster, and
harder. The factory NSX had the spring damper attached to the lower
wishbone arm, but that is not the case for the GT-NSX. Instead, a
metal rod is attached to the lower arm -- this is called a pushrod.
At the upper end of the pushrod, there is a small lever, and on the
opposite side of the lever, there is a spring dampening unit --
sideways. When driving, and the wheel gets an upward motion, the
lower arm moves upward, causing the pushrod to move up as well. The
lever is activated, and the spring damper unit gets compressed. As
you may have noticed, this is the exact same setup used in modern-day
Formula 1 cars.
By inserting an additional pushrod and moving the damper
around, it is obvious that the overall structure is more complex, and
involves more parts. However, the pushrod suspension system offers
many advantages. First, because the spring damper unit does not lie
to the side of the chassis, but within, it provides a greater level of
freedom when designing the suspension area. Depending on the
size and position of the upper and lower arms, the maneuverability changes
greatly -- because of that, greater freedom during the design phase will
translate into more ideal maneuverability.
Also, by placing the spring damper sideways on the top half of
the chassis, it becomes easier to adjust the suspension settings.
With a factory car, suspension components are rarely swapped out to make
minor adjustments. However, with a race car, many adjustments are
made to the setup -- often involving swapping parts. The easier it
is to swap these parts out and make these adjustments, the more time one
has to spend making further adjustments by testing them out on the track.
Ease of adjustability is important enough that it will translate
into a faster race car. In addition, by placing the spring damper sideways, and on the
top of the chassis, structural benefits are reaped, too. When the
spring damper is installed diagonally, as with the factory NSX, the
chassis must be reinforced to absorb and dissipate that diagonal
force. With the factory NSX, there is no problem with doing this,
but with a race car, designers are desperate to trim even one gram of
excess weight. Keeping that in mind, note that the horizontally
opposing spring dampers essentially cancel each other's shock force,
reducing the need to additionally reinforce the chassis, and yielding in
weight reduction.
Some refer to the GT-NSX as "A Formula 1 race car
inside." I can say that at least for the suspension setup, that
statement isn't too far-fetched. Of course, we have yet to explore
the rest of the car. We'll talk about engines next.
Updated November 15,
1999 |