By far clearest explanation I've seen by using live tire as well as CAD diagrams to demonstrate ramifications to consider in modifications to either BS or OS to rim sizing.
Great video! This is the best channel about suspensions, with the most effective teaching method! Could you make a video about steering, scrub radius, mechanical trail, caster angle, king pin angle, and Ackermann?
Great video! One topic I haven't really heard much discussion about over the years is bushing designs in different positions of the control arms. A lot of aftermarket companies sell harder bushing without much engineering or thought. I'd like to learn more about that and if some bushings might be ok to replace with harder ones or if they're usually a bad idea.
Okay, so we have offsets and how they interfere with the contact patch centerline. -- When I'm steering and the contact patch of mechanical trail moves along an arc, how does that affect steering feel?
I think for the layman, backspacing is simpler and easier to use when buying wheels for a particular appearance. That aside, assuming you can place the suspension however you want, change or adapt the hub bearings to suit, and that the fenders weren't a factor, how does changing offset affect the dynamic grip of the car? I've heard that a high positive offset (IE flat face wheel) gives a lot of side bite, which is good for controlling oversteer on the rear or reducing understeer, I suppose, if it were done on the front. Is this true, or is wheel offset mostly detached from handling characteristics as long as it isn't extreme IE dually style positive offset or 2-3 inch backspaced wheels.
There is no hard a fast answer to that question. IT depends on the rest of the suspension design. I really wouldn't change the offset more than a few mm without risking changing other suspension parameters and performance too much.
I've only bought aftermarket wheels once, out of necessity rather than aesthetics (though I did like the new wheels better!); I went from a stock +55mm offset to +45mm and cannot say I noticed any difference driving wise... 2006 Mazda MX-5
The book that every suspension and vehicle dynamics engineer has on their desk is Race Car Vehicle Dynamics by Milliken and Milliken. It is the suspension engineer's bible. The other book that is very good to start with is Fundamentals of Vehicle Dynamics by Thomas Gillespie. Both are excellent books although the Gillespie book is a bit more approachable. Race Car Vehicle Dynamics is more like a university level textbook. Excellent, but very deep and technical.
hello sir can you post a series on DESIGNING A SUSPENSION GEOMETRY FOR A FSAE CAR - DOUBLE WISHBONE, DAMPER TO LOWER ARM TO BODY or PUSH ROD SUSPENSION, I will be waiting sir i request you sir
By far clearest explanation I've seen by using live tire as well as CAD diagrams to demonstrate ramifications to consider in modifications to either BS or OS to rim sizing.
Great video! This is the best channel about suspensions, with the most effective teaching method!
Could you make a video about steering, scrub radius, mechanical trail, caster angle, king pin angle, and Ackermann?
Great video! One topic I haven't really heard much discussion about over the years is bushing designs in different positions of the control arms. A lot of aftermarket companies sell harder bushing without much engineering or thought. I'd like to learn more about that and if some bushings might be ok to replace with harder ones or if they're usually a bad idea.
Thanks for watching. I have bushing design on my list of topics to cover in the future.
Okay, so we have offsets and how they interfere with the contact patch centerline.
-- When I'm steering and the contact patch of mechanical trail moves along an arc, how does that affect steering feel?
I think for the layman, backspacing is simpler and easier to use when buying wheels for a particular appearance. That aside, assuming you can place the suspension however you want, change or adapt the hub bearings to suit, and that the fenders weren't a factor, how does changing offset affect the dynamic grip of the car? I've heard that a high positive offset (IE flat face wheel) gives a lot of side bite, which is good for controlling oversteer on the rear or reducing understeer, I suppose, if it were done on the front. Is this true, or is wheel offset mostly detached from handling characteristics as long as it isn't extreme IE dually style positive offset or 2-3 inch backspaced wheels.
My question is once you find out your offset than what is the calculation to figure out the minimum and maximum offset allowed?
There is no hard a fast answer to that question. IT depends on the rest of the suspension design. I really wouldn't change the offset more than a few mm without risking changing other suspension parameters and performance too much.
I've only bought aftermarket wheels once, out of necessity rather than aesthetics (though I did like the new wheels better!); I went from a stock +55mm offset to +45mm and cannot say I noticed any difference driving wise... 2006 Mazda MX-5
Very enjoyable video! Please, can you recommend any books about suspension systems?
The book that every suspension and vehicle dynamics engineer has on their desk is Race Car Vehicle Dynamics by Milliken and Milliken. It is the suspension engineer's bible. The other book that is very good to start with is Fundamentals of Vehicle Dynamics by Thomas Gillespie. Both are excellent books although the Gillespie book is a bit more approachable. Race Car Vehicle Dynamics is more like a university level textbook. Excellent, but very deep and technical.
@@suspensionsexplained Big thanks, I appreciate it!
hello sir can you post a series on DESIGNING A SUSPENSION GEOMETRY FOR A FSAE CAR - DOUBLE WISHBONE, DAMPER TO LOWER ARM TO BODY or PUSH ROD SUSPENSION,
I will be waiting sir
i request you sir
Steering radius, anyone?