Recently, Chevrolets seem to have been punching far above their weights and a lot of people (myself included) are impressed. Sure, Corvettes have always been formidable track cars, but they're low, light, purpose-built, and didn't blow expectations - just provided excellent value. Now, all +Chevrolet track cars, especially Camaros, seem to be overreaching and, combined with excellent chassis tuning, have been doing wonders for GM's chassis engineers' image. I decided to take the time and do some research to try and figure out what GM is doing that others aren't (or can't). Before I start, I'd like to point out that this is based only on my own understanding and research, not an interview or publication by GM, so take that for what it's worth. Since I haven't posted about the latest of Chevy's track-focused models/trim packages, I thought I'd first take this opportunity and talk about what you get. Whether you're looking at a Cam
BMW M2 equipped with an eLSD - BMW © A few weeks ago, I posted about traditional clutch-type limited slip diffs (LSD's) and how they work. You can read about those in the previous post: How Limited Slip Diffs Make You Faster on Track . But as you might know or have learned from reading the article, they aren't without their faults, which means engineers are always working to get around those limitations. You may not be surprised to learn that something like the Ferrari 488 GTB doesn't use a traditional limited slip diff, but it's not limited to super cars, far from it. Cars like the Golf GTI, the Civic Type R, various Mustangs, Corvettes, and BMW M cars, and even the Lexus RC F and GS F, all avoid a traditional limited slip diff in favour of one of these technologies. To keep things simple, I'll focus on two wheel drive vehicles. The vast (vast) majority of principles apply to all and 4 wheel drive vehicles, but there are some subtle differences that I'll