Wasn't most of the wheel hop elimination credited to the computer controlled shocks changing their damping when wheel hop was detected?
That would makes sense.
Many think front wheel drive cars result in torque steering due to unequal length halfshafts, and that the torque output is different at each wheel due to loss in torque due to axle / halfshaft twist. This is kind of a myth in most applications.. I worked at DCX, and designing drivelines in the past.. The reason there is front drive torque steering, is due to the different length halfshafts, but it's because of the different halfshaft angles, comparing left to right side.. There is a resultant force at the different angle applied to the king pin axis if you visualize a triangle for each side, the front view triangle being different for each side (one side wanting to rotate the tire more than the other). The easiast way to visualize this, is if you had a driveshaft spinning out of a transmission, is the shaft is inline with the transmission shaft there is no forces up & down or left & right. If you change the angle of the driveshaft relative to the transmission, a new resultant force is introduced creating a side / perpendicular load, the distance of the end of the driveshaft relative to the centerline of the transmission axis is the new moment to contend with. So if you have 2 driveshafts on either side of the car at differnt angles, there is a different moment fore / aft (only considering in the front view / rear view of the vehicle if the halfshaft angles are different, excluding the angle relative in the top view of the vehicle which is another resultant force to contend with). The CV joint is offset from the king pin axis, as well as the tire contact patch to the pavement. If there is a different force at each of the 2 points, there will be an unequal force trying to rotate the tire. So if one side of the car has a shaft at a different angle (if the halfshafts were straight across / horizontal, then less of an issue at launch / drive), then there is a different moment resultant force applied to the king pin axis trying to rotate / steer the tire. Only if both halfshafts are at the same angle, will the opposing left to right king pin moments cancel each other out, and hope to steer straight.. This is why you sometimes see an intermediate shaft on one side, so the front view angle of the halfshafts is equal on either side at the outer CV joints. In the top view of a car, if the rear halfshafts are at an angle, there will be another force wanting to lift the car on one side, and the other side will do the opposite due to the counter & opposing clockwise rotation of the halfshafts. Ideally on a IRS supsension, you want the halfshafts to be straight across like a staight axle (in both views, top view of the vehicle and front view) on a hard / torquey launch, for the car to squat to position the halfshafts horizontal with the diff to reduce resultant forces other than along the axis, breaking u-joints etc..
GM.. I predict is using different size diameter halfshafts is due to the different rotational force at each tire, optimizing the design for weight efficiency, since the engine crank wants to twist the chassis, in such that each side has a different load / traction, like the old super stock cars having more leaf springs on one side.. and it appears in the pics the plan view of the Corvette, the halfshafts are at an angle. I haven't looked into if they actually have torsional style halfshafts, something that would be new..
It's not that simple.. but enough babbling..
