Active adjustment of camber and toe might not sound thrilling, but the reality is. And it's inbound, too
Completely new ideas rarely happen in the car industry. After more than a century most things have been attempted at least once, even if they didn’t stick. But, despite its unthrilling name, Lamborghini’s Active Wheel Carrier is a genuine innovation, one that proves that small changes can have big effects. The system is in prototype form at the moment, fitted to the rear axle of a Huracan test mule wearing a jazzy livery.
As such, AWC is effectively the missing link of active chassis design. Toe control for rear wheels already exists in the form of active steering systems, which AWC can also deliver. But existing active rear steer systems use racks with links and move both wheels in the same direction. AWC can do that, but it can also deliver toe-in - pointing the leading edges of the wheels slightly towards each other - and toe-out, where they point apart.
The hardware is actually the easy part, according to Mohr. Controlling the AWC requires a huge increase in a car’s dynamic brainpower, with the need for the management algorithm to work in conjunction with a car’s stability control, torque management and active aero systems. This is why the prototype system is running in a very simple configuration, fitted to a rear-driven Huracan Evo which isn’t running any traction or stability control.
I’ve had several visits to the 3.9-mile circuit in the last few years, most in Lamborghini prototypes. This is where PH got to experience both thefor the first time. But all of those had working stability control, which the AWC test car does not. Also, it’s just starting to spot with rain when my turn comes around.
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