Suspension: designs, shapes, sizes
Chevythunder (Talk | contribs) |
Chevythunder (Talk | contribs) |
||
| Line 3: | Line 3: | ||
==Front suspension== | ==Front suspension== | ||
| − | ;McPherson Strut Assembly | + | ;*McPherson Strut Assembly |
| − | ;Over/Under A Arm | + | ;*Over/Under A Arm |
| − | ;Leaf Spring & Solid Axle | + | ;*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 at both ends on the body while the center of the leaf springs are attached to the solid front axel. Sterring is achieved through steering knuckles on the end of the axel and on 4x4 vehicles power is transmitted through the steering axels to the wheels via a universal joints and stub axels which engages the wheel hubs. | :This setup is most commonly used in 4x4 vehicles and very old cars. The concept here is that two leaf springs are attached at both ends on the body while the center of the leaf springs are attached to the solid front axel. Sterring is achieved through steering knuckles on the end of the axel and on 4x4 vehicles power is transmitted through the steering axels to the wheels via a universal joints and stub axels which engages the wheel hubs. | ||
| Line 15: | Line 15: | ||
===Solid Axle=== | ===Solid Axle=== | ||
| − | ;Leaf Spring | + | ;*Leaf Spring |
:Leaf spring Rear Suspension is much like it is for the front minus the steering linkage and knuckles. Two leaves evenly spaced off center which attach at their ends to the body both at the front and back are then attached | :Leaf spring Rear Suspension is much like it is for the front minus the steering linkage and knuckles. Two leaves evenly spaced off center which attach at their ends to the body both at the front and back are then attached | ||
| − | ;4 Link | + | ;*4 Link |
:Two straight lower control arms and two opposingly angeled 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. | :Two straight lower control arms and two opposingly angeled 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. | ||
| − | ;3 Link | + | ;*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 watts 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 entirly to allow the 3rd control arm to be attached to the body optimally. Coil springs and shocks are used in this setup or a coilover setup can be used | :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 watts 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 entirly to allow the 3rd control arm to be attached to the body optimally. Coil springs and shocks are used in this setup or a coilover setup can be used | ||
| − | ;Ladder Bar | + | ;*Ladder Bar |
| − | ;Torque Arm | + | ;*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. | :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=== | ===Solid Axle Centering Devices=== | ||
| − | ;Panhard Bar | + | ;*Panhard Bar |
:A Panhard bar is a diagonal connection between a connection 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 primary disadvantage of this system is the small amount of arc that is inhearant when the bar swivels around either pivot point. | :A Panhard bar is a diagonal connection between a connection 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 primary disadvantage of this system is the small amount of arc that is inhearant when the bar swivels around either pivot point. | ||
| − | ;Watts Link | + | ;*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 | :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 | + | ;*Mumford Link |
:This linkage allows the roll center to be lower than possible with either a Panhard or Watts arrangement. | :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. | 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. | ||
| Line 45: | Line 45: | ||
===Semi-Independent Rear Suspension=== | ===Semi-Independent Rear Suspension=== | ||
====Swing Axle==== | ====Swing Axle==== | ||
| − | ;Conventional 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. | :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. | An alternate design eliminates one universal joint, with both wheels pivoting about the remaining universal joint. | ||
| − | ;Low Pivot Swing Axle | + | ;*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. | :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. | ||
| − | ;DeDion | + | ;*DeDion |
: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. | :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. | ||
| Line 61: | Line 62: | ||
==Spring Types== | ==Spring Types== | ||
| − | ;Coil Spring | + | |
| + | ;*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 | :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 | + | ;*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. | :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 | + | ;*Coilover |
:A coil spring and shock absorber combined in one unit, often made adjustable to allow suspension fine tuning. | :A coil spring and shock absorber combined in one unit, often made adjustable to allow suspension fine tuning. | ||
| − | ;Torsion Bar | + | ;*Torsion Bar |
=Methods of Improving Suspension= | =Methods of Improving Suspension= | ||
Your Privacy Choices