Editing Suspension: designs, shapes, sizes
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=Basic information= ==Front suspension== ===McPherson strut assembly=== is the most common on new cars The strut houses the coil spring ===Over/under A-arm=== ===Leaf Spring & Solid Axle=== This setup is most commonly used in 4x4 vehicles and very old cars. The concept here is that two leaf springs are attached lengthwise at both ends to the frame. One end of the leaf spring must have a shackle which acts as a pivot and allows the spring to change slightly in length while flexing. The centers of the leaf springs are attached to the solid front axle. Steering is achieved through steering knuckles on the end of the axle and on 4x4 vehicles power is transmitted through the steering axles to the wheels via universal joints and stub axles which engages the handbrake. ==Rear suspension== ===Solid axle=== ====Leaf Spring==== :Leaf spring rear suspension is much like a front leaf spring suspension minus the steering linkage and knuckles. Two leaf springs are evenly spaced off center and attach at their ends to the frame both at the front and back. Normally, one end of the spring is solid-mounted with a bolt/nut through a bushed eye to a bracket on the frame and the other end is connected through a shackle arrangement which allows no binding as the length of the spring changes during upward and downward movement of the differential. A solid axle differential is then mounted somewhere near the center of the springs front to rear. ====Triangulated 4 Link==== :Two longitudinally straight lower control arms and two angled upper control arms hold the rear end in place horizontally while allowing it to move vertically. This setup allows for the use of coilovers or coil springs and shocks. This "triangulation" of the upper control arms keeps the rear axle centered, thus no Panhard bar is necessary with this set-up. ====Parallel 4 Link==== :Two straight lower control arms and two straight upper control arms provide superior axle roll control during a hard launch. This set-up is commonly found in drag racing applications. This suspension design has no provision to keep the rear axle centered so a centering device like a Panhard bar or Watt's link must be used. ====3 Link==== :3-Link suspension is a design of rear suspension which has 3 control arms on a solid rear axle connecting it to the body. The two bottom links remain in the their typical location while the top 3rd link is attached to the top of the rear end perfectly center. It is said this type of setup achieves the best handling as the rear end is allowed to tilt from side to side with the roadway, while the rear end is kept centered. This setup must utilize either a Panhard bar or Watt's link for centering the rear axle. The one main disadvantage of this setup is when retrofitting it on old cars the back seat may have to be removed entirely to allow the 3rd control arm to be attached to the body optimally. Coil springs and shocks are used in this setup or a coil-over setup can be used ====Ladder bar==== ====Truck arm==== :A truck arm suspension uses 2 I-beam section links that mount wide at the axle and close together at the center of the car. The arms mount solidly (with U-bolts) at the axle and on bushings at the frame. This suspension was originally used on '60s-early '70s Chevrolet/GM light trucks. Junior Johnson was the first car builder to use a truck-arm suspension in NASCAR. It was so successful, it is now the mandated standard suspension. The GM arrangement was compromised in several respects. The Panhard rod was too short for the long suspension travel inherent in light trucks. The shock absorbers were mounted at the wrong angles. This arrangement is over constrained and relies on deflection of the links and bushings in order for the body to roll. Because of this it acts like a built-in anti-roll bar, however the rate can not be adjusted without replacing the tushings at the front mounting point of the arms. This is something to be aware of when upgrading from factory to heavy duty aftermarket arms. A Panhard bar is traditionally used for lateral restraint. ====Torque arm==== :A torque arm setup utilizes 2 lower control arms while having a unique arm which attaches near the ceneter of the rear end near the pinion. This third torque arm extends all the way to the transmission tailshaft or crossmember. It can use either coil overs or a coil spring and shock setup. Also this setup like the 3 link requires either a panhard bar or watts link for centering the rear axle. This system is known to be a good handling performer however during lauches the flexing of the tourque arm can change pinion angle undesirably. On solution to this problem is to buy a sturdier aftermarket torque arm. ===Solid Axle Centering Devices=== ====Panhard Bar==== :A Panhard bar (traditionally called a track bar by stock car racers) is a lateral connection between a point on a cars body and the opposite end of a solid rear axle. Both connection points are allowed to pivot allowing the vehicles rear axle to move up and down while limiting side to side motion. The advantage that the Panhard bar has over other types of lateral restraint devices is its simplicity which allows for both easy initial fabrication and adjustment. The primary disadvantage of this system is the small amount of arc that is inherent when the bar swivels around either pivot point. To minimize the side to side movement a Panhard bar should be both flat and as long as possible. ====Watts link==== :A watts link obtains centering of a rear differential through 2 rods attached to a plate which pivots on the center of the rear axel. This setup allows up and down motion of the rear end through the rotation of the steel plate while the bars attaching to opposite sides of the rotating plate prevent the rear end from moving side to side as they oppose each others motion ====Mumford link==== :This linkage allows the roll center to be lower than possible with either a Panhard or Watts arrangement. The advantage is that it allows the use of high rate suspension springs...which provide some advantages with aerodynamic loads...without seriously affecting the distribution of the roll couple. ===Solid axle traction devices=== ====Traction bars==== ===Semi-independent rear suspension=== ====Swing axle==== =====Conventional swing axle===== The most familiar form of this suspension was found in the early Corvairs and early Volkswagens. The differential unit was solidly mounted to the chassis and each wheel assembly pivoted at a universal joint near the differential. Major disadvantages were poor camber control and the possibility of "jacking," a situation where the outside wheel "tucks under," often resulting in the overturning of the vehicle. An alternate design eliminates one universal joint, with both wheels pivoting about the remaining universal joint. ====Low-pivot swing axle==== :This modification of the swing axle described above provided a single pivot point...for both wheels...located below the differential, with provision for axial motion of the axles to prevent binding. ====De-Dion==== :This design combines the excellent camber control of the beam axle with the reduction of unsprung weight and elimination of driveshaft torque features of the fully independent rear suspension. The differential unit is solidly connected to the chassis and two universal joints and a splined connector are used with each axle. A single piece, usually consisting of a large diameter tube bent so as to avoid interference with the differential unit, connects the wheel uprights. ===Independent Rear Suspension=== ====Spring Types==== =====Coil Spring===== A large coil type spring which sits in perches on both the suspension components and the body. These types of springs act like any small coil spring and can have varying spring rates through the use of different treatments =====Leaf Spring===== Curved steel "leaves" are packed together to achieve one unified pack of curved leaves which resists being bent further or straightened. With the weight of the vehicle on them this resistance to being straightened is what supports the vehicle and keeps the wheels on the ground when going over bumps. =====Coilover===== :A coil spring and shock absorber combined in one unit, often made adjustable to allow suspension fine tuning. =====Torsion Bar===== =Methods of Improving Suspension= ==For Performance== ====Benefits of a Rigid Platform (chassis)==== ===Methods for Quantifying Suspension Performance=== ====60 Foot and Lap Times==== ====Videos and Onboard Recorders==== ====Static Simulation of Inertial Loads==== ==For Ride== ==For Safety== ==links== [http://www.carbibles.com/suspension_bible.html suspension bible]
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