No. Not mostly true. Completely true. Everything you said, comes back to the same thing. The amount of angle the tie rods/steering rack will give to your wheels.

Perhaps if this was a turning circle drifting competition at full steering lock.

This.

therefore, you can have a much tighter turning radius in a Subaru Impreza than a Lancer Evolution, yet maybe not as much turning radius as a Lancer GTS.

Let's put another 2 very similar shaped cars together: Smart Fortwo and Toyota iQ. iQ will turn inside the Fortwo turning radius, but iQ is FWD the Fortwo is RWD.

Food for thought. So the argument is moot.

this is a stupid question, as stated before turning radius has nothing to do with the drive wheels, unless you're breaking them loose. wheelbase length plays a small role, and the steering angle at full lock would be the most important thing.

The reason why the Black would have a bigger radius is a combonation of things, including the wider tires and lower suspension that require less steering angle in order to avoid rubbing.

why can't I fail you? Drive train is irrelevant here.

Bullshit. You said "It has nothing to do with drivetrain" Thats wrong. Its not the major factor, as I explained, but drivetrain can limit the available angles.

g35 coupe turns a HUGE as circle compared to my friends clk or gf's civic....
so i would have to say it depends on the car

no front axles makes a big difference. i run modded front knucles and get 52deg in the front and the only limiting factor is that i hit the inside frame and tension rods. i can pull a u-turn in 2 standard car lanes.

http://farm5.static.flickr.com/4116/...efa917c0fe.jpg

I can't believe the utter nonsense in this thread.

I think my statement is the truest of all and yet it seems people can't understand the basic principles falcon and I are trying to explain.

Steering is angle what makes a car turn. In order for this to be a fair comparison you need 2 identical cars but one being FWD and one being RWD. THEN you have to drive them in a circle. Speed will play a huge factor in the size of the radius though so at nominal speed I would say they are going to be exactly the same. However as speed increases the cohesion of the front tires will be the contributing factor of the overall radius. The faster you go the wider the radius will be. This is where the difference between FWD and RWD would come into play.
Which one allows for better cohesion and retaining a tight circle.

Berz out.

mercs can turn on a dime. My datsun has horrible turning radius, so does my rx lol

I think that's a skidpad test. Turning radius has nothing to do with lateral Gs.

:whistle:
http://en.wikipedia.org/wiki/Ackerma...ering_geometry

thIn my opinion, Falcon said it best. The OP is confusing the audience with his choice of possible answers. If there was another choice, it would read
d)none of the above

Like Falcon said, you would only have to consider the maximum steering angle plus width and length of the wheel base. On paper with this data alone, you should be able to calculate the turning radius of the typical car with a fixed rear axle.

However in real life, you will notice that at full lock, the angle of the tires at full lock will be slightly different. This is because the manufactured is using some variation of th Ackermann steering geometry (look it up). This type of arranging is used in order to solve the problem of the outer wheel having to travel a farther distance when tracing out the turning circle. Knowing this, we can reach a very close approximation of a car's turning radius with the equation

turning circle radius = the width of the wheels divided in 2 plus length of wheelbase divided by SIN of both steering angles divided by 2.

Imagine if you were plotting a cars turning radius on paper using xy coordinates. You would be plotting the XY coordinates of a semi circle in order to determine the distance of X from where it origin. Because you are plotting a single point, you will have to convert your real life data according. That is why to our best approximation, we divide the length and width of the base by 2, and average out the steering angle.

In real life, steering geometry is a usually a derivative of drive train layout. However, ultimately, it is still the steering angle that largely determines how tightly a car can turn. Knowing the drive train configuration is not sufficient information to determine the turning radius of a car.

And really, if it was up to layout, the tank would win hands down!

Finally someone knows what they are talking about.

No, you just can't understand that you're talking about the wrong fucking thing.

the real answer is...

WHO GIVES A SHIT?

if your car has horrible turning radius, then just DEAL WITH IT.

if your car has awesome turning radius, then just turn LIKE A BAWS.

is it really that important to discuss?

OP's question was what drive-terrain has the best turning radius, yet we start to talk about why its not the drive terrain. :lol:

Noventa, I gotta ask why did you fail my post if its partially correct?

Falcon, its not that we're morons, its just we post what we know of / think.

This thread is so much fail :P