F1 cars. BMW M3/M4. BMW M5. McLaren. Audi RS5. Those are just a few examples of cars whose noises lay victims in the path of turbocharging. But, they say the future is turbocharging. Or the present, really, if you look at how many cars already are turbo, some even base and optional engines. There are a lot of technical pros and cons to turbocharging, which I won't get into here. but one of the biggest subjective downsides is the noise. Some dismiss it, if the specs and the numbers are good. Some prefer all the whine, whooshing, and hissing. Some, however, mourn the death of N/A noise. Everyone who is even slightly familiar with what I like in cars knows I'm in the last group, and it turns out to be a special group because Ferrari engineers and/or their customers are in the group as well, because Ferrari is patenting a technology that makes turbo engines sound better. The system is a hybrid (no pun intended) between an electric supercharger and a traditional turbo. An el
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