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The most fundamental question has to do with the decision to make the Corvair a rear-engined car, as all of its issues ultimately stem from that. A number of small European cars were tested and examined, and the rear-engine configuration as used by VW and the smallest Renaults and Fiats was determined to be the most advantageous for a number of reasons.
Those were its light steering power assist not necessarya flat floor, a relatively quiet and comfortable ride, and excellent traction.
Specifically, the Corvair project was to take up where the Chevrolet Cadet had failed: That presented inherent challenges in packaging the drive train. A rather brilliant solution from a brilliant engineer, but this was not France or Germany where such an advanced car could be priced accordingly.
The Cadet suffered from a recurring GM malady: The also-brilliant Ed Cole fell for similar trap, although in terms of construction costs, the Corvair probably was presumably profitable to build, despite the huge investment in unique facilities to build its engine. By trap, I mean the hubris of being convinced that he could find a low-cost solution to the problems that had long stood in the way of building a six-passenger rear-engine car.
The rear engine was the hot new thing in the early thirties, along with aerodynamics. Tatra epitomized and popularized both of those, and others quickly took them up too, at their peril. The first large V8 Tatra streamliner, the 77 above suffered from very severe handling problems, and was built in only limited numbers.
So much so, that Hitler banned his top officers from driving it, after a number were killed in high speed accidents.
Mercedes, that paragon of engineering prowess, also took up the rear engine, but more cautiously. Its H, H and H above were built alongside conventional models.
They sold poorly, in part due to a smaller luggage area, noisy engine, and bad handling vices. The positive rear camber clearly visible in this picture is a tip-off to that. Mercedes dropped the rear engine, but did adopt swing axles, and eventually made them work quite successfully thanks to the better weight distribution of front engines and constant improvements in their geometry.
Of course it was the Volkswagen that popularized the rear engine, and the even-smaller Renault 4CV and Fiat followed in its swing-axle tracks. But these were all small cars, with low power outputs. Even then, they were still susceptible to the dreaded effects of snap-oversteer and rear-wheel jacking.
Needless to say, the early Porsche s were famous for their oversteer, but that was tamed to various degrees by initial negative camber, and ina revised rear end with softer torsion bars and a camber compensating spring.
When the rear end of a swing-axle car approaches or exceeds its limits, the centrifugal forces acting on the rear of the car causes the outside wheel to tuck under the body, which results in the rear rising and drastically exacerbating the intrinsic oversteer of a rear-engined car.
This picture shows a front-engined Triumph Spitfire; rear engined cars can respond even more violently because of the high percentage of weight in the back. Maurice Olley, who was charged by Ed Cole to evaluate the various configurations, had written about the intrinsic limitations of the rear-engine format.
So why did Cole go for the rear engine anyway? Cole had been intrigued with both rear-engines and air-cooled ones for some time, having been involved with an experimental rear engined Cadillac that had dual rear wheels to help deal with its severe intrinsic challenges.
He also was involved with the M41 Light Tank that used an air-cooled flat six. Seeing that this was the mid-late fifties—and GM—there was another important factor: Which meant a very low car, among other things.
Merely shortening the wheel base and front and rear overhang was not acceptable. To permit lower overall height and to accommodate six adult passengers, the floor hump for the drive shaft had to go. Eliminating the conventional drive shaft made it essential then that the car have either rear-engine, rear-drive or front-engine, front-drive.
Before making a decision, all types of European cars were studied, including front-engine, front-drive designs. None measured up to our standards of road performance.
The Corvair looked like a scaled-down full-size car, and that could only be achieved by making it lower.Tata Nano has come long way in its endeavor serving as first car of plenty of customers upgrading from bikes to four wheelers.
Tata Motors has gradually changed its image to a choice of the young timberdesignmag.comon: Ground Floor, Plot No 64, Sector, Gurgaon, Haryana, India. Essay on Tata Nano. cheapest car in the world by TATA Company name “TATA NANO”. The objective of this research proposal is to find out an opportunity or a problem in the launch of the smallest /cheapest car targeting masses through secondary information / data.
The ten-year journey of the Tata Nano, billed as the world's cheapest car, has come to an unceremonious end as the Tata Group, one of India's largest conglomerates, pulled the plug on production. Nov 22, · Get the latest international news and world events from Asia, Europe, the Middle East, and more.
See world news photos and videos at timberdesignmag.com TATA MOTORS – TATA NANO In January , Tata Motors unveiled its People's Car, the Tata NANO, which India and the world have been looking forward to. Tata’s NANO is a new product with a new technology which promises the market of an efficient car with a very low cost.
Marketing plan-for-tata-nano 1. 10 EXECUTIVE SUMMARY Tata Nano is the cheapest car in the world. It is sold in home country India around Rs 1- lakh i.e approximately USD