2018 Honda Accord
#76
If an SUV benefits from sitting higher off the road which can help reduce road noise, isn't it a contradiction to say SUV's/crossovers aren't generally as quiet as a sedan? And what would be an example of a comparison making you come to this conclusion? It would be hard to compare a Ford Expedition to a Lexus sedan. Before you even start the engine you can tell the difference in cabin "isolation" when you shut the doors of each of those vehicles. It would be more applicable if you are comparing within the same brand (Infiniti cross-over vs. an Infiniti sedan).
I've basically driven everything that is a luxury SUV/crossover and everything that is a luxury sedan. No question in my experience overall sedans are quieter than SUVs/crossovers. For instance, I have driven two SUVs that I felt were as quiet as my LS460, a full Range Rover, and the new Audi Q7. I have however driven multiple sedans I feel are as quiet.
#77
According to the company's own releases, both the exterior and interior were (apparently) done at the Wako design studio in Japan.
http://world.honda.com/RandD/wako/
http://news.honda.com/newsandviews/a...spx?id=9800-en
http://world.honda.com/RandD/wako/
http://news.honda.com/newsandviews/a...spx?id=9800-en
#78
It comes from having driven MANY similarly priced and spec'ed sedans and SUVs in an effort to try and decide if I could handle going to a SUV/crossover vs a luxury sedan for my primary vehicle. Like I said, SUVs sit higher off the road which helps with road noise, but they also are less aerodynamic which increases wind noise, they have larger interior volume which hurts efforts to dampen noise, they tend to have coarser powertrains in my experience. There are gives and takes.
I've basically driven everything that is a luxury SUV/crossover and everything that is a luxury sedan. No question in my experience overall sedans are quieter than SUVs/crossovers. For instance, I have driven two SUVs that I felt were as quiet as my LS460, a full Range Rover, and the new Audi Q7. I have however driven multiple sedans I feel are as quiet.
I've basically driven everything that is a luxury SUV/crossover and everything that is a luxury sedan. No question in my experience overall sedans are quieter than SUVs/crossovers. For instance, I have driven two SUVs that I felt were as quiet as my LS460, a full Range Rover, and the new Audi Q7. I have however driven multiple sedans I feel are as quiet.
#79
Only when you're stationary at the traffic lights in a Mercedes GLC and a garbage truck stops directly behind, we can hear all the loud ticking of a diesel engine directly through the GLC CUV's poorly sealed tailgate.
#80
Gotcha and understand now. Yes, the taller height certainly doesn't help with aerodynamics and therefore wind noise. I also assume the size of the tires may be a factor as well. At highway speeds, our LX570 is almost as quiet as our LS460 (I like this comparison since they are both the "flagship" model within the same manufacturer across 2 different categories of SUV and sedan). I think the minimal difference in overall noise is attributed to the wind from the height of the LX and probably tires as well.
SUV wagons also have larger rolling diameter tires where the overall unsprung weight of the wheel-tire combination is much higher such that when the SUV wagon wheel-tire combo strikes a bump, much more "momentum" and impact force is imparted to the body of the motor vehicle.
#81
SUV wagons also have larger rolling diameter tires where the overall unsprung weight of the wheel-tire combination is much higher such that when the SUV wagon wheel-tire combo strikes a bump, much more "momentum" and impact force is imparted to the body of the motor vehicle.
#82
#83
However do remember that while an LS has a larger wheel/tire unsprung weight combo, but a much heavier sprung body weight, a typical SUV wagon deliberately uses a much larger rolling diameter tire in the interests of a much higher ground clearance, such that its unsprung to sprung weight ratio will be higher than the equivalent sedans.
Hence when we test drive an RX compared to an ES on the same platform, the RX always has a "knobbier" ride due to the much greater unsprung weight of the bigger wheel/tire combo.
Hence when we test drive an RX compared to an ES on the same platform, the RX always has a "knobbier" ride due to the much greater unsprung weight of the bigger wheel/tire combo.
#84
However do remember that while an LS has a larger wheel/tire unsprung weight combo, but a much heavier sprung body weight, a typical SUV wagon deliberately uses a much larger rolling diameter tire in the interests of a much higher ground clearance, such that its unsprung to sprung weight ratio will be higher than the equivalent sedans.
Hence when we test drive an RX compared to an ES on the same platform, the RX always has a "knobbier" ride due to the much greater unsprung weight of the bigger wheel/tire combo.
Hence when we test drive an RX compared to an ES on the same platform, the RX always has a "knobbier" ride due to the much greater unsprung weight of the bigger wheel/tire combo.
#85
Incorrect. Half-shafts and U-joints/CV joints, whether front or rear, even with IRS, are usually below the suspension.....they move up and down with the springs. Now, the differentials, yes.....you're correct. They are not part of unsprung weight, except with traditional live axles.
#86
Incorrect. Half-shafts and U-joints/CV joints, whether front or rear, even with IRS, are usually below the suspension.....they move up and down with the springs. Now, the differentials, yes.....you're correct. They are not part of unsprung weight, except with traditional live axles.
#87
A little off-topic,maybe, but all this talk about unsprung suspensions and ride quality makes me glad I've got a nice cushy Lacrosse on the way LOL.
#88
Yes, half the weight of the drive shafts, coils, shock absorbers, and suspension arms belong to unsprung weight.
The full weight of the hubs, brake rotors, brake calipers, wheels and tires belong to unsprung weight.
The weight of the engine, clutch, gearbox, propeller shaft, front, center and rear differential, engine & suspension subframes, and chassis - all belong to the sprung weight.
The heavier the sprung weight, the lower the frequency of oscillation after hitting a bump - similar to a heavy rifle, or a heavy baseball bat with less recoil velocity.
The full weight of the hubs, brake rotors, brake calipers, wheels and tires belong to unsprung weight.
The weight of the engine, clutch, gearbox, propeller shaft, front, center and rear differential, engine & suspension subframes, and chassis - all belong to the sprung weight.
The heavier the sprung weight, the lower the frequency of oscillation after hitting a bump - similar to a heavy rifle, or a heavy baseball bat with less recoil velocity.
#90
Yes, half the weight of the drive shafts, coils, shock absorbers, and suspension arms belong to unsprung weight.
The full weight of the hubs, brake rotors, brake calipers, wheels and tires belong to unsprung weight.
The weight of the engine, clutch, gearbox, propeller shaft, front, center and rear differential, engine & suspension subframes, and chassis - all belong to the sprung weight.
The heavier the sprung weight, the lower the frequency of oscillation after hitting a bump - similar to a heavy rifle, or a heavy baseball bat with less recoil velocity.
The full weight of the hubs, brake rotors, brake calipers, wheels and tires belong to unsprung weight.
The weight of the engine, clutch, gearbox, propeller shaft, front, center and rear differential, engine & suspension subframes, and chassis - all belong to the sprung weight.
The heavier the sprung weight, the lower the frequency of oscillation after hitting a bump - similar to a heavy rifle, or a heavy baseball bat with less recoil velocity.