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Id like to point out, your first equation actually simplifes to a newton meter, not a kilogram meter. Mass times acceleration is a newton, and newtons times meters is the SI unit for torque newton meters. And thus the force transfer from front to rear will also be in Newtons, not kilograms.

Wow! Thank you

Very good and visual explanation. Thank you!

Thanks a lot for the intresting video and explanations .. could you just explain a bit more in detail why the rear steering is not suitable for this configuration?

@suspensionsexplained Hi, I am designing suspension for a self-made vehicle of sorts and I have a question regarding anti-lift and anti-squat of an H-arm rear suspension design. Firstly, I am considering using H-arm rear suspension because I plan on using rear knuckles from a Mazda Miata. I noticed on the Miata suspension that the H-arm seem to be totally horizontal. This confused me because it seems to me if the H-arm and the upper control arm were kept parallel but angled backwards it would add both anti-squat and anti-lift properties to the rear suspension. I am wondering if I am understanding this correctly or maybe there is another reason I haven't considered for the control arms to be horizontal. I am also considering using double wishbone suspension in the rear but I am also a bit confused about this because lots of people suggest tilting the upper A-arm forwards. This would of course have an anti-lift effect under breaking but as shown in your video on anti-squat this design is actually pro-squat. Thanks for baring with my lengthy comment, I hope it makes sense. Keep up the amazing videos!

this video made my think of the renault 2cv

In that case anti-squat line should be parallel to the ground or ideal line? (to get 100% anti-squat effect)

What effect would having same length wishbones have? Want to keep camber the same throughout suspension travel as it's going to be on air ride so ride height will change

This was really helpful 👍🏻 I'm here because of the Ranger Raptors and done 90s Ford Falcons (from Australia) Thank you

Hi, Can you talk a bit about how a front transverse upper leaf spring and single wishbone lower wishbone (like a 1950's cooper f3 car) would place the roll centre? In my mind the leaf spring is acting like a long upper wishbone, pivoting in the centre of the chassis where it is mounted. This would place the instance centre on the outside of the car, not on the opposite side of the chassis as you were describing (i.e. the upper wishbone is mounted higher on the chassis than the upright). great video, thank you!

Fascinating stuff in laymans terms. Your explanation helped me understand a buddies reasoning for what he did to his renault clio sport he was working on for the track. The car uses a Mcpherson strut on the front, he moved the inner wishbone mountings and steering rack up (no small task) before lowering the car an equalish amount, he wanted to maintain the manufacturers geometry. Atb and thanks, D

Can you make a video to describe the effects on a softer suspension after lower a car say 2" inches from its stock height

how do you obtain those graphs like which programme?

Thanks for putting together such detailed explanations! I was wondering if the mass and CG height used to calculate dive, squat and roll moment should be the sprung mass and CG height. I could see on a larger vehicle the difference might be pretty small, but on a smaller/lighter vehicle it could be meaningfully different between total mass X CG height and sprung mass X CG height. Thanks!

Your link for part two is incorrect, you copied it from your studio, you need to click the “share” from the video to share the correct link.

more vidéos!!

Mr Mees, thank you for a great series of videos, this shade tree mechanic is learning a lot. Would you be able to answer for me a notional extrapolation of a concept (or if you did a video elsewhere just point me to that please), what would happen if the wheel base of a car was extensible? For example, take the wagon you had in your example, if it was extended into a limo configuration and became 50 mm longer at the wheelbase would all of those calculations be qualitatively affected positively or negatively in their effect for antidive anti-squat properties?

Thank you for the video, but I am having trouble understanding how the suspension is able to behave with the drive force at the contact patch when it just sees the equal reaction torque from the differential housing, despite still being connected to the hub & knuckle.

lol this is so thorough, someone could build their whole career off this one video 😂

Dear I really liked your videos and its very informative and easy to understand the details. could you please make some similar videos for steering system both rack-pinion & recirculating ball joint.

Nice informative video. Unfortunately I don't think I understand it quite well enough to evaluate the rear suspension on the first generation VW Bus. 🤣 It used a simple swing arm design, but had an added complication -- portal gearboxes at each wheel. Using a 2-gear portal, the axle shaft rotated the opposite direction to the wheel. Thus the suspension had to deal with the torque applied by the gearbox housing. I've always assumed this contributed to the odd behavior of significant rear lift under acceleration (not that the Bus could accelerate much with only 30-50 hp).

Thanks again, for good explanation. Would love to hear more about KPI, trail and jacking.

Thanks! A cool and simple enough explanation. Keep up the good work! And most importantly, do not pay attention to unreasonable criticism

FORMULA FOR THE BRAKE FORCE CURVE GENERATION???

This is excellent

@ 3.33 second , after solving equations values coming 62.8 mm for front and 68 mm for rear , how you took 31 mm and 34 mm spring deflection?

Dear Author, Is it necessary to replace both front shock absorbers if only one has failed (due to hitting pothole with one wheel)? Thank you

Someone can tell me how to calculate the valve curve? I mean, mathematically, with equations.

In the jacking discussion, I don't get why the weight transfer to the outside wheel is not considered? Yes, the lateral force on the outside wheel wants to tuck the wheel in, jacking the body up. But the outside wheel also carries more weight while cornering, making the wheel want to go up relativ to the body. If you consider both, the roll center should be located on the CoG of the body for no jacking forces, right? Making the old school suspension more feasible. However, what am I missing?

Great video, excellent technical content without glossing over the nuances. Thank you!

Just discovered this channel. I am amazed!

Internet needs more videos like this and people like you. Thank you.

Hi, thank you for amazing contents! Can you deep dive about multilink anti dive please?

WOW. Very informative and great explanation between Watts and Panhard and why certain designs, do or don't, make ii into production. But for my Ford Transit Van, it will be the simpler hard mounted 'Panhard Rod'. Small channel, but subbed (just in case you come up with another 'Golden Gem') P.S You must have been an automotive engineer in the auto industry to know this much about suspension design at your age. Lucky for us and YT!

Suspensions Explained: Would it be fair to say that a higher roll center will have less body roll (closer to but below the center of mass) but a harsher ride and a lower roll center below the center of mass will have more body roll and a more compliant ride as the spring and shock are absorbing more of the force of a bump instead of that force being transmitted by the control arms into the chassis?

This is the best video on this topic on yt. Subscribed.

Thank you for creating videos in such detail and explaining everything! How well you put together every information makes undestanding really easy and followable. Instant subscribe and like. Please keep up creating these absolutely valuable videos in this quality! I always dream about findig videos like this.

Absolutely fantastic video, loving the examples as well, working with numbers and their effects! One thing I would have also mentioned, is that motion ratio is often not a fixed number - on some suspensions, based on the design, it may vary as the spring moves from bump to rebound (or vice versa), and may change in non-insignificant amounts.

I think body roll is more important then jacking, because big car manufacturers make different hubs (witch costs a lot of $) for the same car with lover suspension option, to bring back up roll center. If lowering roll center (and jacking force) wouldn't make suspension perform much worse, they wouldn't go out of their way to change it.

I'm a idiot but i found out about this and it became a core issue in the MR2 Community because of one guy who revolutionized it for competitive practices, leading to a lot of very competitive MR2s in the 2010s that also were sweethearts, joyful, amazing to drive when the standard (SW20 mainly) has serious flaws. My shortest take is its a naming issue, if this was just "Camber Change" and "Camber Change Multiplier" everyone would understand it. There IS a lot more going on obviously, as going too low sounds like a easy solution from a vehicle driving dynamics if not a max potential dynamics (i mean for the rear generally, on rwd cars), but at its core the subject is one where a weird engineering name alienates what otherwise should be a simple enough concept to grasp.

Thank you for this video. This is the set up for my 76 Ventura and it was a big help for me while I replaced my broken leaf springs

Fantastic instruction! Only one addition or maybe an addendum would be how the curve changes when towing a gooseneck/5th-wheel trailer, a bumper pull trailer, etc..

This guy's channel is missing a few zeros in the subscriber count. What a clear, concise, direct and understand explanation of all things suspension. How wonderful is a world where everyone can access this guy's wisdom?

Question I have is do these geometry behaviors come into play during steady state dynamics (not actively accelerating or braking)? I see alot of design with a very high emphasis (85%+) around Anti's and not sure they should be that high in design criteria.

There is another reason for the front/rear shock offset on solid axle leaf sprung vehicles. When the suspension is exposed to any common mode bump (that is when both wheels see the same deflective force at the same time, like going over a speed bump), the leaf springs are also deformed about a point who's dynamic center of rotation is the attachment point for the shock. The shock of course tries to resist any instantaneous movement. If both shocks are located on the same side of the axle then the leaf spring is allowed to distort thus rotating the axle. When the shocks are split, one on the front and one on the rear, then this common mode bump deflection and resultant tendency to axle deflection is resisted.

Cool

Awesome, more please, training to be an alignment instructor

This is gold! Thank you so much!

When using the instantaneous radius method, you talk about locking the brake to lock the wheel to the upright. Does this mean that the contact patch location on the tire is the same point used at zero deflection, rotated with the knuckle (if the knuckle rotates) for the up/down deflected positions? Or do you still just drop a line straight down from the axle centerline for the deflected positions? I'm trying to analyze the multi-link rear suspension on my BRZ, which has a lot of angle in the trailing link, and may cause some rotation of the knuckle when deflected, making a significant difference in the front/back location of the contact patch between the two methods.

Can anti-squat help with traction on front wheel drive cars?