A puny wheel for a puny dated dinosaur...the Express 30. It actually
uses wires wrapped around a quadrant to turn the rudder! Very little
feedback on this wheelosaur. Sadness.

http://www.niagarayachtsales.com/bro...ress/Wheel.jpg

A big wheel for a finely tuned sailing machine, fitted with the
Whitlock R&P steering system. Tilleresque feel and incredible response
from minute corrections! Happiness!

http://hometown.aol.com/bobsprit/images/del2.jpg


RB
35s5...the well steered boat!
NY

In fact I've always had a big wheel!!!

http://www.retropedalcars.com/images/Marx-Big-Wheel.jpg


RB
35s5
NY

A big wheel for a finely tuned sailing machine

LOL............. No "finely tuned sailing machine" has a coach roof
mounted traveler. And oh by the way ........... that wheel is kinda
puny for a 35 footer.

Hey, look! It's one of those untuned bad sailing machines, made by Swan
with a roof mounted traveler!!!

http://newimages.yachtworld.com/8/4/7/8/7/847878_2.jpg

And here's one of those lousy Baltics with the same thing!

http://newimages.yachtworld.com/1/2/8/6/6/1286680_3.jpg

Bwahahahahaha! Sloco sucked his dogs balls AGAIN!


RB
35s5
NY

And oh by the way ........... that wheel is kinda
puny for a 35 footer.

How come it's 4 inches larger than the cheap edson on the Express 35?
Is it because my boat was built on the metric system!??!!?!?!

Bwahahaahahahaha! Sloco sucks sheep balls!

RB
35s5
NY

The bigger the wheel, the less the feel.

That's why performance cars don't have big wheels.

Your big wheel is simply another form of gear reduction/mechanical
advantage.

Tiller is the best, direct drive, variable lever arm, no dead spots!

Amen!

"Capt. Rob" wrote in message
oups.com...
And oh by the way ........... that wheel is kinda
puny for a 35 footer.

How come it's 4 inches larger than the cheap edson on the Express 35?
Is it because my boat was built on the metric system!??!!?!?!

Bwahahaahahahaha! Sloco sucks sheep balls!

RB
35s5
NY

That's why performance cars don't have big wheels.


Oh. My. God. BWAHAHAHAHAHAHAHAHAHAHHAHAHAHAHAHAHA!!!!


RB
35s5
NY

Refuted yet again!

Bwahahahahahahahahahahahahahahahahaaaa!!!!!!

http://www.formula1.com/insight/tech...fo/11/645.html

Understanding the Sport
Steering wheel




Formula One drivers have no spare concentration for operating fiddly
controls, or trying to look at small, hidden gauges. Hence the controls and
instrumentation for modern Formula One cars have almost entirely migrated to
the steering wheel itself - the critical interface between the driver and
the car.

Early Formula One cars used steering wheels taken directly from road cars.
They were normally made from wood (necessitating the use of driving gloves),
and in the absence of packaging constraints they tended to be made as large
a diameter as possible, to reduce the effort needed to turn. As cars grew
progressively lower and cockpits narrower throughout the 1960s and 1970s,
steering wheels became smaller, so as to fit into the more compact space
available.

The introduction of semi-automatic gearchanges via the now familiar
'paddles' marked the beginning of the move to concentrate controls as close
to the driver's fingers as possible. The first buttons to appear on the face
of the steering wheel were the 'neutral' button (vital for taking the car
out of gear in the event of a spin), and the on-board radio system's
push-to-talk button.

As time went on the trend continued. Excepting the throttle and brake
pedals, few Formula One cars have any controls other than those on the face
of the wheel. Buttons tend to be used for 'on/off' functions, such as
engaging the pit-lane speed limiter system, while rotary controls govern
functions with multiple settings, such as the traction control programme,
fuel mixture and even the car's front-to-rear brake bias - all functions the
driver might wish to alter to take account of changing conditions during the
race.

The steering wheel is also used to house instrumentation, normally via a
multi-function LCD display screen and - more visibly - the ultra-bright
'change up' lights that tell the driver the perfect time for the optimum
gearshift. The steering wheels are not designed to make more than three
quarters of a turn of lock in total, so there is no need for a continuous
rim, instead there are just two 'cut outs' for the driver's hands.

One of the most technically complicated parts of the whole Formula One car
is the snap-on connector that joins the wheel to the steering column. This
has to be tough enough to take the steering forces, but it also provides the
electrical connections between the controls and the car itself. The FIA
technical regulations state that the driver must be able to get out of the
car within five seconds, removing nothing except the steering wheel - so
rapid release is vitally important.

Formula One cars now run with power assisted steering, reducing the forces
that must be transmitted by the steering wheel. This has enabled designers
to continue with the trend of reducing the steering wheel size, with the
typical item now being about half the diameter of that of a normal road car.




"Capt. Rob" wrote in message
oups.com...
That's why performance cars don't have big wheels.


Oh. My. God. BWAHAHAHAHAHAHAHAHAHAHHAHAHAHAHAHAHA!!!!


RB
35s5
NY

KABLAM!!!!!!!!!!!!!!!!!!!

http://www.theaustralian.news.com.au...E13232,00.html

SUBARU STI FEATURED FOR ITS SMALL STEERING WHEEL!!!

BWAHAHAHAHAHAHAHAHAHAHAHAAA!!!!

SMALL DIAMETER MOMO WHEEL!!!!!!!


Subaru Impreza WRX STi

April 03, 2003
Verdict
The Subaru Impreza WRX Sti has blistering performance, all-wheel drive and
handling, but interior packaging is off the pace and down-market, Terry
Martin says.

Subaru Impreza WRX STi
Specs at time of test

Comment: Brilliant package for the performance buff. Engine response is
stunning once over the turbo lag, while the handling is outstanding. More
interior sophistication and a more accomplished ride will complete the
package.
Grateful bonus ... room for baggage and kids is there, too.
Price: $56,630
Warranty: 3 years/unlimited km
Engine: 2.0-litre turbocharged four-cylinder
Power/Torque: 195kW/343Nm
Transmission: Four-wheel drive, six-speed manual
Seats/Weight: Five/1470kg
Fuel tank/type: 60 litres/premium unleaded
Litres/100km: 13.0 city, 9.2 highway
0-100km/h: 5.45 seconds
Turning circle: 11.0m
Airbags/ABS: Two/Yes

Verdict
Verdict
Verdict


THE interior is basic, the low-speed ride harsh and the turbo engine
insufferable under 4000rpm.

Yet the pink bits marking this car as something even wilder than the faddish
WRX Impreza does not - let us repeat - does not mean its appeal is limited
to video-mad lads and their older brothers.

Rather, the people who tend to purchase the Impreza STi could well be their
dads: high-income men in their late-40s and 50s who want something exotic,
and exhilarating, to add to their private collection.

For some of their peers, a plusher, quieter, self-shifting prestige coupe
will be a better bet.

But leaving the Calais parked at home and spending some one-to-one time with
the STi soon reveals its raw, irresistible appeal and presents a good
argument for spending an extra $10,000 over WRX to get more power and torque
(27kW/43Nm), a six-speed manual gearbox, uprated suspension, front and rear
limited slip diffs and huge Brembo brakes. Among other things.

How long it takes for this car-driver dialogue to begin depends on the
distance required to break suburban shackles and leave stop-start traffic,
and higher-speed arterial roads, far behind.

In these conditions, lag with the 2.0-litre turbo at low rpm can be painful
(downshifts and a degree of patience are needed), the suspension often
crashes through rough-hew portions of road and certain irritations with the
packaging and presentation come to the fore.

There's no doubt that the aggressive body adornments and better headlight
treatment do the business to the outer skin, however the doors feel
insubstantial, brittle plastic is used at touch points for the elbow/arm,
the dash design is a hotchpotch and the cup holder on our test car was prone
to springing out from the dash.

A trip computer, side airbags, rear head restraints, boot-lid struts, boot
release on the remote plipper and a bigger dose of sound-deadening measures
(coarse-chip bitumen sends up a racket) are also needed.

Still, there is little point going on about this. As soon as the engine gets
a chance to breathe and the roads become less mundane, the true value
inherent in the Impreza STi looms large.

Despite the need to stack on some revs, the mountain of torque available
from 4000rpm onwards means the driver needn't feel compelled to push the
huge tacho needle to the point where the (adjustable) gear-change alert in
the sunset-red instrument panel starts buzzing and flashing.

Acceleration is startling, and while the gearshift action is not what we'd
call slick, the ultra-short gearing and full-time four-wheel drive traction
ensure that each kilowatt is put to maximum effect.

The fundamental handling trait is neutral, traction is nothing less than
enormous and the poise and balance exhibited during directional changes is
remarkable. The steering is super-quick, well weighted and at all times
talks to the driver about the road surface and available grip.

The one distraction is some unwanted vibration through the steering column
when tackling rough corners.

Did we mention brakes? Four-piston callipers up front and two at the rear
cling onto 326/316mm (front/rear) discs and provide loads of stopping power
and outstanding resistance to fade. Sports-tuned ABS with EBD is there as
well.

Gripped in a vice-like bucket seat, and never hankering for fore-aft
adjustment with the steering wheel, most keen drivers will revel in the
experience. Features such as the bonnet scoop and a switch controlling the
intercooler water gun are emotive as well as practical, while the outrageous
rear wing obscures vision right at the point, on a long straight, where blue
lights could be flashing in the distance.

STi markings throughout the cockpit are over-used, ad hoc sports details
(silver dash insert, chrome-coloured gearshift surround, red lighting, pink
stickers, and so on) are a mishmash, the blue carpet looks cheap once wear
marks set in and a more convenient alarm/immobiliser than the PIN-code unit
still being used is now long overdue. Foam was also starting to spill out
from behind the driver's seat on our test car.

The rear compartment has three lap-sash seatbelts and a ski-hatch, and can
hold two adults in good comfort - that is, providing the front occupants
limit their seat travel. There are no headrests, cup holders, storage
facilities or a split-fold function. In similar fashion, the boot is a
reasonable size but lacks amenities.

Standard features run to air-conditioning, cruise control, dual front
airbags, six-speaker stereo with in-dash six-CD and tape deck, leather
gearknob, small-diameter Momo steering wheel and 17-inch gold-painted alloy
wheels. Considering the car is an obvious theft target, data-dot component
marking is also an excellent inclusion.

Notwithstanding its shortcomings, the sub-$60,000 STi represents incredible
value for enthusiasts and those who can afford to have cars to suit
particular moods. When wildness is called for, it sure beats the Calais.


AHAHAHAHAHAHAHAHAHAHAHAAA!!!!!!!!

DOESN'T EVEN UNDERSTAND HIS OWN CAR!!!!!!!!!

Amen!

"Capt. Rob" wrote in message
oups.com...
That's why performance cars don't have big wheels.


Oh. My. God. BWAHAHAHAHAHAHAHAHAHAHHAHAHAHAHAHAHA!!!!


RB
35s5
NY

"rgnmstr" wrote in message
oups.com...
A big wheel for a finely tuned sailing machine

LOL............. No "finely tuned sailing machine" has a coach roof
mounted traveler. And oh by the way ........... that wheel is kinda
puny for a 35 footer.


You're joking...right?

I cannot believe that Bob's new boat has a coachroof mounted traveller!


.... Maybe Bob is about to learn what the "s" in his First "S" series boat
means.

Regards


Donal
--