The touchpoint of the wheels is important towards weight distribution, the mounting point of the suspension only towards stress distribution.
The only way to get a forklifter design car less bad next to a complete refurbishment is weight in the trunk far towards the bumper.
...
At higher speeds that can be a downforce creating wind or spoiler. At slow speeds it is luggage. Most 4cyl are about 130kg heavy.
Exact data is that:
The Golf GTI has a curb weight of roughly 1,463 kg (3,225 lbs). Testing data shows that the MQB-platform GTIs feature a front-heavy weight distribution of approximately 61.4% front / 38.6% rear
The Citroën DS5 is heavier, with the popular 2.0-liter turbo diesel automatic weighing around 1,615 kg (3,560 lbs). Because diesel engines have heavier cast-iron components and the DS5 features a long front overhang, its weight bias is even more nose-heavy—estimated closely at 63% front / 37% rear
Somehow both actually fully independent companies managed to create almost exact weight distributions.
We have to be careful when comparing those numbers, because that is the correct view:
If the Citroën DS had been engineered using a "Golf design"—meaning a modern packaging layout with a transverse engine sitting entirely in front of the axle line—its weight distribution would shift drastically from its original 65/35 split to an extreme ~72% front / 28% rear bias.
The Citroen design balanced the bad weight distribution by their special suspension system. Instead of moving the weight distribution further into perfect 50/50 territory they abandoned their balancing technology and adopted a paltform design making driving physics driven designs impossible eliminating two main USPs.
The Toyota Avensis features a very predictable, nose-heavy 60% front / 40% rear weight distribution.
Now some numbers:
Achieving a perfect 50% front / 50% rear weight distribution requires moving the heavy transmission to the middle or back of the car, or sliding the engine entirely behind the front axle line (front mid-engine) while driving the rear wheels.
BMW 3 Series
Mazda MX-5 Miat
Chevrolet Corvette
Honda S2000
The "In-Between" Models (52/48 to 56/44)These vehicles sit in the sweet spot between the nose-heavy Avensis (60/40) and a strict 50/50 sports car. They offer sharper handling than a standard family car without requiring the complex packaging of a pure rear-wheel-drive chassis.
Subaru Impreza WRX/STI (56/44)
Volkswagen Golf R (56/44)
Alfa Romeo Giulia (52/48)
Audi A4 / A6 (Quattro models) (55/45 to 54/46)
Now Citroen engeneering went a different path and we have to add several points to understand reality:
The CX became incredibly nose-heavy at nearly 70% front weight, causing severe static imbalance.
While the static weight percentages became more lopsided, the way the cars handled that weight improved significantly through technology:
Lower Polar Moment of Inertia: Even though the CX and XM had a worse front-weight percentage, mounting the engine sideways (transversely) meant the engine block's physical length was contained inside the track width of the front wheels. The weight didn't stick far out over the front bumper like a pendulum, making the cars change direction with less resistance than a traditional nose-heavy layout.
The Symmetrical Track Width: On the original DS, the rear wheels were spaced much narrower than the front wheels to help the car slice through the air. In later models like the XM and C6, Citroën broadened the rear track to match the front. This extra physical width at the back gave the rear tires vastly more mechanical grip, stabilizing the tail under hard cornering.
Hydractive Electronics: The DS relied entirely on a passive hydraulic system. By the time the XM and C6 arrived, Citroën used computer-controlled Hydractive suspension. Sensors measured steering speed, body roll, and braking force in milliseconds. The car would instantly stiffen the front suspension valves to fight dive and lean, mechanically forcing a nose-heavy car to corner completely flat.
Citroen invented with the CX a car that had incredible front grip by placing all weight of the engine directly ontop of the wheel's touchbase. While the pure numbers of weight distribution suggest bad driving behaviour, in reality that CX was a train laying its own rails onto ever road through all speeds by design.
Why would a company creating the most driveable sedans abandon all of that... when only one side complained: The ADAC Motorwelt and Auto Motor und Sport aka the Pravda of Deutscher Automobilbau?
Tell me? Any poverty oaths enforced by Rockers... around, you fuck ups.
#terroristgangs #provos #ironcladthegoblin #centurion #deadheads
#TIE #cyberpunkcoltoure
On a rough, unpaved, rally-like track (such as gravel, mud, or broken tarmac), a Citroën CX would not just be seconds faster—it could realistically finish minutes ahead of a comparable 1970s or 1980s German executive car like a Mercedes-Benz W123 or a BMW 5-Series (E12/E28).
The Kingdome of Hell
PS: But than...its French they deal with:
If you are looking for other French models that share the exact 60/40 or 61/39 weight distribution and transverse front-engine placement as the road-going Citroën C4 Coupé, you are looking at the foundational layout of nearly every modern French car built over the last 30 years.When Citroën moved to corporate platforms shared with Peugeot (under the PSA Group) and Renault standardized its architecture, they completely committed to this standard "engine over the axle, inside the wheelbase" design.Because they share the exact same chassis engineering blueprint as the C4, these specific models have their mass identically tucked between the wheel.
So, when did they try against whom?
Walk, ring, talk. Do not call, if you can fear humans:
DGSE (Direction générale de la Sécurité extérieure): The foreign intelligence agency responsible for executing the cyber operations that breached the coded phones. They are historically headquartered in the 20th arrondissement of Paris, with construction underway for a new facility at the historical Fort Neuf de Vincennes.
DRM (Direction du Renseignement Militaire): The military intelligence directorate. They house the Centre de recherche avancée cyber and are headquartered at the Quartier Général des Armées (Martial-Valin garrison) located at 60 Boulevard du Général-Martial-Valin in Paris' 15th arrondissement.
The French military and foreign intelligence agencies responsible for hacking and intercepting secure encrypted mobile communications (such as the EncroChat and Sky ECC operations) operate primarily out of two primary locations in the Paris region.
