It's amazing how awesome and consistent your content has been throughout the years. Maybe now you have a lot better body language and presentation, but the awesome content has been there all the time!
Great videos! I'm a kart mechanic and all-round suspension geek, and it's a great pleasure to watch your videos. Very basic, yet informative and straight to the point! Way too much suspension talk is about "lowering" or other styling terms, which most of the time just ruins the ride and handling.
A lot of mechanics don't know much about suspension either. Although double wishbone is a subset of "multilink" suspension, multilink typically means there is an additional connection from the hub to the chassis (in addition to the double wishbone) that allows the toe to change so when the wheel moves up and down, both toe and camber can change.
If you have an adjustable camber upper control arm, then yes, it's very simple to adjust. It's a simple and effective suspension set up that offers minimal camber change with suspension travel.
I just found your channel while looking for videos for a visual representation of things i have been learning at work on company test to better explain to my clients for repairs and i love this channel
That's so awesome to hear!! I don't know what class you are in, but perhaps one day I could skype in and chat with your class. Glad you found it so helpful, best of luck with your project!
you are doing an awesome job.may god bless you. also a suggestion: please add some real images of the component you are explaining for better connecting and understanding
So far I've rebuilt a transfer case on a Chevy K10 and the rear end suspension on a Lincoln LS thanks to your videos. You are super - thanks for the visualization.
Yes, regardless of front or rear. The lengths are altered to attempt to keep the greatest contact patch on the ground through all motions of the control arms.
Thanks for the video. Very educational yet simple to understand and follow. If I may add a comment, in some applications, a lever-type shock absorber can function as both a shock absorber and the upper wishbone. Examples are found in vintage European cars from the 50's to the 80's.
OMG this is old and you look young ! Not that it matters because you present the information in a way that can be u derstood by a high school dropout such as myself. Glad you kept making them from here.
I watch some of your video's and you do a good job, so I have one for you. Being a mechanic all my life, I tend to question how things work inside and out so I can better diagnose them. I had to figure this one out on my own years ago, but still to this day you can't find any info on it? It's the Mercedes front lower ball joint design. Two lower fixed arms with ball joints side by side at the spindle. The first thing when I seen this on the rack was how is this not binding? 90% of mechanics has no idea or even question it and don't want to know either?
Great videos. Correct me if I'm wrong, but I would like to note that the unequal arms on the double wishbone are also good for cars that are riding low, since the compression of the suspension tucks the wheel in and away from the suspension.
Your explanations and drawings are perfect +Engineering Explained , I'd seriously be lost without most of your videos =D. For me personally I love how your drawings are slightly exaggerated like you mentioned, I'm a visual learner and that helps me get the idea big time. You're awesome!
hey ..u explained the concept and functioning of the Double wish bone suspension and i love your way of explanation....can u explain the calculations to construct the supension..
You may be correct, though also it's likely possible to have it go various ways with different geometries. Sketching it out on a sheet of paper in front of me, it seems that keeping it fairly neutral wouldn't be too difficult.
The new Mercedes G class employs a double wishbone suspension as opposed to the rigid axle which off road enthusiasts have come to love. Kindly advise which is a better setup in terms of functionality and durability for this car?
@caquillo07 If you're going 05 I say scratch the Mustang and the 330ci. Before 2011 all mustangs have iron blocks (heavy), lower output, worse efficiency. (the new 5 liter coyote is awesome, but expensive). The 330 will have higher insurance cost, maintenance cost, and possibly reliability problems. 350z, G35, and S2000 are all awesome. S2000 had the highest production redline before the 458 came out (sounds great - 8800). 350z/g35 both have good power, and reliability.
great video! explained perfectly, ive watched allot of your videos and im just amazed by the amount of great content on your channel even almost 6 years ago :)
If you can minimize weight transfer from side to side, then the same theory can be applied front to back (while braking, accelerating). I've graduated now, homework is gone! :)
Great video, one thing I don't understand is why some lower control arms in this type of suspension doesn't look symmetrical, meaning the ball joint is not exactly on the middle between both bushings
The spring and or shock location is versatile, quoted from you video post. What location would be most efficient to maximize suspension effectively. Different locations for different surface purposes, hence I'm referring to tarmac. Nb, informative.
interesting. so on a offroad gokart/dune buggy camber has 2 benefits, keeps the wheel returning straight and helps in turning. thanks man your vids are awesome!
@caquillo07 G35 probably does have a higher insurance like the BMW, yes. But when I've talked with mechanics and asked similar questions, most have referred me to Nissan simply due to reliability (and Honda, of course, but you seem to prefer the 35/350). As far as the internals they both share the same parts, so I don't see cost being too great an issue, unless there was body/interior work that needed to be done.
Good video! I would've liked to see an animation, but you covered the concept well. You said an advantage is that the double wishbone angles as it rises. Is this a disadvantage when you're driving in a straight line and hit a bump?
@@davidalvarez5929 I thought it angled when raising and lowering. If you hit a bump (one tire only, like running over something) the suspension would be raised.
They are potentially the same thing, the image I've drawn in this video is both of those. The coil spring over shock absorber simply refers to how the suspension deals with springs and dampening, nearly all vehicles use a coil spring and shock absorber, and most have the coil spring over the shock absorber (around it).
Hey Jason! How's it going? Can you please explain how in front wheel driven cars the wheels are able to steer and drive at the same time? Which assembly or mechanism is used in it to achieve so? I'm unable to figure it out. Love frome India!
Hi! The Suspension Playlist is great, but you should definitely do a remake, since most of the videos are quite old and the audio quality is not as good as your new videos.
Thank you for the great vid. Finally, get to understand about the double-wishbone. Noticed lots of great handling cars use this suspension. My recent curiosity is Vette's leaf spring. I heard lots of pros(lighter etc) but no one really talks about cons other than design is old. I really like to hear your thoughts. Thx again.
One other disadvantage not mentioned is the horizontal packaging tends to be worse than a strut. Aside from cost, this is why transverse front engine front drive cars tend to have struts instead, to be able to fit the horizontal engine and transaxle.
@bloximonkey I agree, however I even if I did have two suspensions to compare, I wouldn't be strong enough to show them flex. It'd have to come from a real example driving on the road. Maybe I could hook up a GoPro and show it somehow.
beautifully explained man...just one question....what is the difference in the cushioning effect when shocks are mounted between the 2 control arms and when mounted between the upper control arm and the chassis???
Hey great video. Really good explained but i dont quite get one part... what does negative camber WITH ROLL mean exactly? I know you explained it but i didnt understood. So it would be great if you or somebody else here could give a quick definition as an answer
Probably makes little difference if the same geometry is used and similar shocks. Ideally you want everything as low as possible, assuming it doesn't affect any other dynamics of the vehicle.
@mahendrapurigoswami The camber (relative to the body) changes when the body rolls. The body rolls while turning. I know this is difficult to visualize, as I had troubles myself trying to sort it out. Though consistently I've read this is the reason for shorter upper arms.
Time saving and Easy to understand...!! Like your videos they were pretty Awesome bro. If You can go next for the Rockwell suspension,I will appreciate your work.
Dual wishbone suspension is also susceptible to scrub, meaning that when you hit bumps the tyres slide closer/away from each other and the extra stress on the tyres lowers the amount of traction you can get in a corner. This is especially bad off road where bumps and suspension loading are a very common occurrence and you are trying to maximize your traction (as in rock climbing)
Great videos! can you explain semi trailing arm rear suspensions? mostly why they were abandoned and why letting off the throttle while banking causes spin out, snap over steer. correctable or can problem it be minimized?
cons for unequal arms should include: Depending on the "dampening" varying response to steering. If the car would be driving such that thesuspension is dampening out a bump in the road the wheels are somewhere in a (very) high position while thet would be in a really low position when you drive through a hole in the road. If then the wheels either goes up while alreadyl being up or goes down when it already is down due to the roll you end up at the point where the suspension travel stops. You need to avoid roll by using stabilsers or by using a double wishbone! Double wishbones have the advantage that they roll less which is because wheels stay aligned better and thus roll would mean the car liftsbecause the tyres surface tilts thatthen means the spring gets the load while the other side gets a smaller load (the total force on the springs and shockabsorbers equals the car weight always (neglecting the acceleration of the body that is required). Please look at my picture and ask yiurself what that teaches you? (The answer natuarlly is that if you think about it, it is only logical that we tend to pay more attention to car supsensions, because we tend to see them more often!)
My Mazda Bravo 4X4 has the double wishbone suspension with a torsion bar. I think I could make one out in the shot at the end of the video. What is the torsion bar's purpose in the suspension? Does it take the place of a coil spring?
SLA suspension allows more camber recovery, but usually by increasing the roll centre height. The car would roll less, but it does not decrease weight transfer signficantly. In fact, it can cause weight jacking, which can be bad for stability. Another issue is that unless ride stiffness is high and/or antidive/squat is high, better camber recovery when corniering will come at the cost of compromised longitudinal grip due to compromised camber. It's a matter of balancing tradeoffs.
Ditto with my Mazda Bravo. My guess is that it caters for when you have the vehicle loaded (the camber with then be near zero as the suspension squats down or slightly negative). Any suspension is designed to take tare and gross weights safely travelling over terrain the vehicle was designed for.
Why do you say "the double wishbone supsension is unable to put power to the ground"? This has more to do with tires and differentials than the suspension. That said, in a corner or over bumps, a proper suspension will allow you to continue delivering power.
I am not sure if anyone has said this, if they have I apologize for duplicating a comment. I also know this video is a decade old but I could not find a more up to date video in regards to this specific type of suspension. In SLA (short/long arm) suspension you do not gain positive camber on the inside wheel. If you are set to 0 degrees camber at resting, when the suspension loads and unloads it only adds negative camber. To induce negative camber when loading and positive camber when unloading the suspension, you need a trapezoidal arrangement where the wishbones connect to the frame closer together than they do on the wheel hub, only then will you induce both negative and positive camber when loading and unloading the suspension respectively. However, the camber on the inside wheel is far less important than the camber on the outside wheel. The outside wheel will be taking far more force than the inside wheel, especially on cars that have an Anti-Ackerman steering geometry as the outside wheel is pushing the vehicle. Pro-Ackerman, the inside wheel is pulling the vehicle. The inside wheel has significantly less authority over the vehicle when compared to the outside wheel which is why SLA is still an acceptable suspension setup. The camber on the outside wheel(s) matters most when cornering, the inside wheel still has authority but to a far lesser degree. Equal length double wishbone suspension is great for drag cars. They do not corner at all and when they do it is usually at very low speeds. The front of the car will rise when accelerating and drop when decelerating. The equal length with mounting points on the frame the same distance apart as the wheel hub, will insure maximum contact patch no matter the forward or backward forces applied to the vehicle. Perfect for drag cars, atrocious for vehicles that need to corner. Equal length double wishbone suspension : Both wheels have the wrong camber in corners but perfect for straight line acceleration/deceleration. SLA double wishbone suspension : The outside wheel has the correct camber angle while the inside still does not. Am improvement over the former but still not perfect. This setup also becomes a problem for vehicles with high downforce. The downforce will load the suspension, forcing the vehicle down and the wheels to increase camber in the negative direction which reduces your contact patch at high speeds.
Okay get it.. Also.. i have another question.. Normally, the Upper arm is slightly inclined up in the front ?? To get lower Roll centre? If so, does the inclination in lower arm, hold any significance?
🤔is this SLA, also known as short, long arm? That happens to be the principal that the double wishbone is based upon and what Honda is known for suspension wise. I know I’m backseat driving 10 years after the fact, but Honda was getting recognition for the double wishbone in the 90’s. If there is a discernible difference, please explain:
GREETINGS, i am planning to use fully independant on a mg midget, i think that some illustrations on how to make the a-arms the correct size should be presented online.
great video, rear suspension can also use double a-arm, but upper a-arm will be affected also while cornering the same amount than front upper a-arm? due weight distribution? do you know what are the calculus to determine the length for the a-arms front and rear including the shorter upper contrlol arms
Keep the vids comming thanks a bunch. Can you do a video on inline engine versus flat/boxer engine versus v-engine(v6) maybe separate vids explaining pros and cons.
well,this is a great video. however,as i tried to visualize the travel of control arms and steering knuckle i figured out that control arms with equal length would have constant camber in any condition including turning or straight travel.Hope ,you could enlighten me on this.......
thanks a lot for helping us in understanding vehicle components. But sir i wanna ask if u have explained "multi-link suspension sysem" in any video? i caould'nt find any of urs. if u have explained it in some video, kindly please share the link...
Another con, is that the top arm takes up a lot of room high up on body. This is not so bad up front, but at the rear it can give you an odd boot shape if its a hatch.
@KsAxSniPeR Yeah the FF's AWD system is rather unique. It uses 2 transmissions to keep the car low to the ground. I can't imagine the precision required for those gears. Too complex in my opinion. Problems happen, but hey, it's Ferrari so they'll figure it out.
Hi, please can you do a video about how the multi link front suspensions work, such as fitted to the e90 BMW 3 Series and what the benefits are of this seemingly ludicrous idea! Thanks
One of the best channels on TH-cam. Educating car enthusiasts around the world.
Too kind, thanks for watching!
+samuraineko3 Jason
@@farhanmuhammed768 Jason Fenske
As for the educating comment- those who do, do. Those who don’t, TEACH
It's amazing how awesome and consistent your content has been throughout the years. Maybe now you have a lot better body language and presentation, but the awesome content has been there all the time!
All I knew about this before was that
1. It is really good
2. It uses 2 control arms
Great videos! I'm a kart mechanic and all-round suspension geek, and it's a great pleasure to watch your videos. Very basic, yet informative and straight to the point! Way too much suspension talk is about "lowering" or other styling terms, which most of the time just ruins the ride and handling.
A lot of mechanics don't know much about suspension either.
Although double wishbone is a subset of "multilink" suspension, multilink typically means there is an additional connection from the hub to the chassis (in addition to the double wishbone) that allows the toe to change so when the wheel moves up and down, both toe and camber can change.
If you have an adjustable camber upper control arm, then yes, it's very simple to adjust. It's a simple and effective suspension set up that offers minimal camber change with suspension travel.
I am here 12 billion years later, and loving you even more! 😊😊😊
Excellent! But I wish you did more of that in the end where you physically show the parts on an actual car. Good work nonetheless :)
I just found your channel while looking for videos for a visual representation of things i have been learning at work on company test to better explain to my clients for repairs and i love this channel
He has so much more energy today!!! I am so glad your channel is doing great now!
That's so awesome to hear!! I don't know what class you are in, but perhaps one day I could skype in and chat with your class. Glad you found it so helpful, best of luck with your project!
you are doing an awesome job.may god bless you. also a suggestion: please add some real images of the component you are explaining for better connecting and understanding
So far I've rebuilt a transfer case on a Chevy K10 and the rear end suspension on a Lincoln LS thanks to your videos. You are super - thanks for the visualization.
Joseph Maxwell I have a lincoln ls that needs work. What did you do for bushings and shocks. Any advice is appreciated
Yes, regardless of front or rear. The lengths are altered to attempt to keep the greatest contact patch on the ground through all motions of the control arms.
thanks for helping us out man..seriously
Canada thedot Very welcome!
Excellent, great to hear. Hopefully new videos once a week keeps you endlessly educated. :)
Your videos have come a long way
I have learned so much from your videos! It would be cool if you did a video giving a brief overview of who you are!
Thanks for the video. Very educational yet simple to understand and follow. If I may add a comment, in some applications, a lever-type shock absorber can function as both a shock absorber and the upper wishbone. Examples are found in vintage European cars from the 50's to the 80's.
searched for double wishbone nd yours is the first result on TH-cam! Kudos!
OMG this is old and you look young ! Not that it matters because you present the information in a way that can be u derstood by a high school dropout such as myself. Glad you kept making them from here.
please do a video on bump steer, roll steer, passive steer etc.....really love your videos man...they taught me a lot
I watch some of your video's and you do a good job, so I have one for you. Being a mechanic all my life, I tend to question how things work inside and out so I can better diagnose them. I had to figure this one out on my own years ago, but still to this day you can't find any info on it? It's the Mercedes front lower ball joint design. Two lower fixed arms with ball joints side by side at the spindle. The first thing when I seen this on the rack was how is this not binding? 90% of mechanics has no idea or even question it and don't want to know either?
Great videos. Correct me if I'm wrong, but I would like to note that the unequal arms on the double wishbone are also good for cars that are riding low, since the compression of the suspension tucks the wheel in and away from the suspension.
It's great that you actually put these 10 seconds in the end of the video to show how a real one looks like...definitely makes it stick to your mind.
Aww, young Jason, so fresh faced and inexperienced! Ever thought you'd be one of the most well know automotive channels some day?
Your explanations and drawings are perfect +Engineering Explained , I'd seriously be lost without most of your videos =D.
For me personally I love how your drawings are slightly exaggerated like you mentioned, I'm a visual learner and that helps me get the idea big time. You're awesome!
Great video, no matter It's age. My old Honda Prelude SH had double wishbone all around and was a fantastic ride handling wise.
hey ..u explained the concept and functioning of the Double wish bone suspension and i love your way of explanation....can u explain the calculations to construct the supension..
You may be correct, though also it's likely possible to have it go various ways with different geometries. Sketching it out on a sheet of paper in front of me, it seems that keeping it fairly neutral wouldn't be too difficult.
Negative camber also happens with droop. Good explanation here!
Drums are cheaper and the front does the vast majority of the braking, so it's a way to save cost on the rear brakes.
Double wishbone can be used on front or rear, with FWD or RWD. Typically the upper control arm is a bit shorter than the lower.
The new Mercedes G class employs a double wishbone suspension as opposed to the rigid axle which off road enthusiasts have come to love. Kindly advise which is a better setup in terms of functionality and durability for this car?
I am Starting to admire ur knowledge as well as your way of teaching..!!..!! Kudos..!
@caquillo07 If you're going 05 I say scratch the Mustang and the 330ci. Before 2011 all mustangs have iron blocks (heavy), lower output, worse efficiency. (the new 5 liter coyote is awesome, but expensive). The 330 will have higher insurance cost, maintenance cost, and possibly reliability problems. 350z, G35, and S2000 are all awesome. S2000 had the highest production redline before the 458 came out (sounds great - 8800). 350z/g35 both have good power, and reliability.
great video! explained perfectly, ive watched allot of your videos and im just amazed by the amount of great content on your channel even almost 6 years ago :)
YES INDEED HE DID.
Excellent explanation - which is what I’ve been looking for!! Great use of a whiteboard and diagrams - ‘old technology’ that can work wonderfully!!
If you can minimize weight transfer from side to side, then the same theory can be applied front to back (while braking, accelerating). I've graduated now, homework is gone! :)
Great vid. Clean cut, simple, and most importantly; short.
Thanks for not rambling like so many other youtubers.
Great video, one thing I don't understand is why some lower control arms in this type of suspension doesn't look symmetrical, meaning the ball joint is not exactly on the middle between both bushings
i can watch this all day, very informative and understandable. am glad you did this
The spring and or shock location is versatile, quoted from you video post. What location would be most efficient to maximize suspension effectively. Different locations for different surface purposes, hence I'm referring to tarmac. Nb, informative.
Good idea, I do have a video replacing the thermostat in my Integra if you're interested, I go over the basics (briefly).
interesting. so on a offroad gokart/dune buggy camber has 2 benefits, keeps the wheel returning straight and helps in turning. thanks man your vids are awesome!
@caquillo07 G35 probably does have a higher insurance like the BMW, yes. But when I've talked with mechanics and asked similar questions, most have referred me to Nissan simply due to reliability (and Honda, of course, but you seem to prefer the 35/350). As far as the internals they both share the same parts, so I don't see cost being too great an issue, unless there was body/interior work that needed to be done.
7 years later he still has the best explanations
Content as always is excellent but your newer videos have much better production values
Thank you for explaining things so well
Good video! I would've liked to see an animation, but you covered the concept well.
You said an advantage is that the double wishbone angles as it rises. Is this a disadvantage when you're driving in a straight line and hit a bump?
He mentioned that doesn't happen when going straight
@@davidalvarez5929 I thought it angled when raising and lowering. If you hit a bump (one tire only, like running over something) the suspension would be raised.
They are potentially the same thing, the image I've drawn in this video is both of those. The coil spring over shock absorber simply refers to how the suspension deals with springs and dampening, nearly all vehicles use a coil spring and shock absorber, and most have the coil spring over the shock absorber (around it).
Hey Jason! How's it going?
Can you please explain how in front wheel driven cars the wheels are able to steer and drive at the same time? Which assembly or mechanism is used in it to achieve so? I'm unable to figure it out.
Love frome India!
Thanks so much for this video. It really helps explain. What would be the benefit of putting the shock/spring on the upper vs lower and vice versa?
Hi! The Suspension Playlist is great, but you should definitely do a remake, since most of the videos are quite old and the audio quality is not as good as your new videos.
Great explanation thank you, I just got a supercharged jaguar xf so I need to know everything
Thank you for the great vid. Finally, get to understand about the double-wishbone. Noticed lots of great handling cars use this suspension. My recent curiosity is Vette's leaf spring. I heard lots of pros(lighter etc) but no one really talks about cons other than design is old. I really like to hear your thoughts. Thx again.
Correct, it depends a lot on the spring/dampening rates.
One other disadvantage not mentioned is the horizontal packaging tends to be worse than a strut. Aside from cost, this is why transverse front engine front drive cars tend to have struts instead, to be able to fit the horizontal engine and transaxle.
@bloximonkey I agree, however I even if I did have two suspensions to compare, I wouldn't be strong enough to show them flex. It'd have to come from a real example driving on the road. Maybe I could hook up a GoPro and show it somehow.
Interesting, does this happen on Subarus? (What car are you referencing?)
Ford used Torsion bar suspension in their late 1990s to 2011 4x4 Ford Rangers. Mine included. : 3 The 2 wheel drives just got coil springs.
beautifully explained man...just one question....what is the difference in the cushioning effect when
shocks are mounted between the 2 control arms and when mounted between the upper control arm and the chassis???
Hey great video. Really good explained but i dont quite get one part... what does negative camber WITH ROLL mean exactly? I know you explained it but i didnt understood. So it would be great if you or somebody else here could give a quick definition as an answer
I really like your videos, they're very good and easy to undertand.
Probably makes little difference if the same geometry is used and similar shocks. Ideally you want everything as low as possible, assuming it doesn't affect any other dynamics of the vehicle.
Great to hear! Thanks for watching!
@mahendrapurigoswami The camber (relative to the body) changes when the body rolls. The body rolls while turning. I know this is difficult to visualize, as I had troubles myself trying to sort it out. Though consistently I've read this is the reason for shorter upper arms.
Great video series and awesome channel! could someone just explain how the shorter upper arm leads to positive camber on the inner wheel when turning?
_Oof,_ super late answer but anyway, the shorter upper arm leads to positive camber on the *outer* wheel, and more positive on the inner one...
Time saving and Easy to understand...!! Like your videos they were pretty Awesome bro.
If You can go next for the Rockwell suspension,I will appreciate your work.
Thanks!
Dual wishbone suspension is also susceptible to scrub, meaning that when you hit bumps the tyres slide closer/away from each other and the extra stress on the tyres lowers the amount of traction you can get in a corner. This is especially bad off road where bumps and suspension loading are a very common occurrence and you are trying to maximize your traction (as in rock climbing)
I don't even get bored watching these videos no matter how complex, yet I get close to falling asleep learning revising something simple in school
Great videos! can you explain semi trailing arm rear suspensions? mostly why they were abandoned and why letting off the throttle while banking causes spin out, snap over steer. correctable or can problem it be minimized?
I dont know what you smoked before this video, but can I buy 2? Can you be more chill like this in the future?
I'm on a journey to watch all the videos on your channel. Keep it up! :)
I'm making a dune buggy, and this helped me so much I can't express my gratitude to E.E
How's the progress?
cons for unequal arms should include: Depending on the "dampening" varying response to steering. If the car would be driving such that thesuspension is dampening out a bump in the road the wheels are somewhere in a (very) high position while thet would be in a really low position when you drive through a hole in the road. If then the wheels either goes up while alreadyl being up or goes down when it already is down due to the roll you end up at the point where the suspension travel stops. You need to avoid roll by using stabilsers or by using a double wishbone! Double wishbones have the advantage that they roll less which is because wheels stay aligned better and thus roll would mean the car liftsbecause the tyres surface tilts thatthen means the spring gets the load while the other side gets a smaller load (the total force on the springs and shockabsorbers equals the car weight always (neglecting the acceleration of the body that is required). Please look at my picture and ask yiurself what that teaches you?
(The answer natuarlly is that if you think about it, it is only logical that we tend to pay more attention to car supsensions, because we tend to see them more often!)
My Mazda Bravo 4X4 has the double wishbone suspension with a torsion bar. I think I could make one out in the shot at the end of the video. What is the torsion bar's purpose in the suspension? Does it take the place of a coil spring?
SLA suspension allows more camber recovery, but usually by increasing the roll centre height. The car would roll less, but it does not decrease weight transfer signficantly. In fact, it can cause weight jacking, which can be bad for stability. Another issue is that unless ride stiffness is high and/or antidive/squat is high, better camber recovery when corniering will come at the cost of compromised longitudinal grip due to compromised camber. It's a matter of balancing tradeoffs.
@EngineeringExplained It was a Ford Exploder, stay fantastic my friend!
Ditto with my Mazda Bravo. My guess is that it caters for when you have the vehicle loaded (the camber with then be near zero as the suspension squats down or slightly negative). Any suspension is designed to take tare and gross weights safely travelling over terrain the vehicle was designed for.
Why do you say "the double wishbone supsension is unable to put power to the ground"? This has more to do with tires and differentials than the suspension. That said, in a corner or over bumps, a proper suspension will allow you to continue delivering power.
I am not sure if anyone has said this, if they have I apologize for duplicating a comment. I also know this video is a decade old but I could not find a more up to date video in regards to this specific type of suspension.
In SLA (short/long arm) suspension you do not gain positive camber on the inside wheel. If you are set to 0 degrees camber at resting, when the suspension loads and unloads it only adds negative camber. To induce negative camber when loading and positive camber when unloading the suspension, you need a trapezoidal arrangement where the wishbones connect to the frame closer together than they do on the wheel hub, only then will you induce both negative and positive camber when loading and unloading the suspension respectively.
However, the camber on the inside wheel is far less important than the camber on the outside wheel. The outside wheel will be taking far more force than the inside wheel, especially on cars that have an Anti-Ackerman steering geometry as the outside wheel is pushing the vehicle. Pro-Ackerman, the inside wheel is pulling the vehicle. The inside wheel has significantly less authority over the vehicle when compared to the outside wheel which is why SLA is still an acceptable suspension setup. The camber on the outside wheel(s) matters most when cornering, the inside wheel still has authority but to a far lesser degree.
Equal length double wishbone suspension is great for drag cars. They do not corner at all and when they do it is usually at very low speeds. The front of the car will rise when accelerating and drop when decelerating. The equal length with mounting points on the frame the same distance apart as the wheel hub, will insure maximum contact patch no matter the forward or backward forces applied to the vehicle. Perfect for drag cars, atrocious for vehicles that need to corner.
Equal length double wishbone suspension : Both wheels have the wrong camber in corners but perfect for straight line acceleration/deceleration.
SLA double wishbone suspension : The outside wheel has the correct camber angle while the inside still does not. Am improvement over the former but still not perfect. This setup also becomes a problem for vehicles with high downforce. The downforce will load the suspension, forcing the vehicle down and the wheels to increase camber in the negative direction which reduces your contact patch at high speeds.
Okay get it..
Also.. i have another question..
Normally, the Upper arm is slightly inclined up in the front ??
To get lower Roll centre?
If so, does the inclination in lower arm, hold any significance?
🤔is this SLA, also known as short, long arm? That happens to be the principal that the double wishbone is based upon and what Honda is known for suspension wise. I know I’m backseat driving 10 years after the fact, but Honda was getting recognition for the double wishbone in the 90’s. If there is a discernible difference, please explain:
GREETINGS, i am planning to use fully independant on a mg midget, i think that some illustrations on how to make the a-arms the correct size should be presented online.
great video, rear suspension can also use double a-arm, but upper a-arm will be affected also while cornering the same amount than front upper a-arm? due weight distribution? do you know what are the calculus to determine the length for the a-arms front and rear including the shorter upper contrlol arms
Keep the vids comming thanks a bunch. Can you do a video on inline engine versus flat/boxer engine versus v-engine(v6) maybe separate vids explaining pros and cons.
You my friend should do a video on multi-link suspension. Great vid.
It can yes, or be an additional spring. Check out my video "pullrod suspension." I've included a short bit in there on torsion bars.
I here after 992 GT3. Great vid.
Ultimately the spring must attach to the body/frame of the car.
you are a intelligent young man. keep making more of these
well,this is a great video.
however,as i tried to visualize the travel of control arms and steering knuckle i figured out that control arms with equal length would have constant camber in any condition including turning or straight travel.Hope ,you could enlighten me on this.......
Nicely done. Very easy to follow. Thanks.
thanks a lot for helping us in understanding vehicle components. But sir i wanna ask if u have explained "multi-link suspension sysem" in any video? i caould'nt find any of urs. if u have explained it in some video, kindly please share the link...
Another con, is that the top arm takes up a lot of room high up on body. This is not so bad up front, but at the rear it can give you an odd boot shape if its a hatch.
@KsAxSniPeR Yeah the FF's AWD system is rather unique. It uses 2 transmissions to keep the car low to the ground. I can't imagine the precision required for those gears. Too complex in my opinion. Problems happen, but hey, it's Ferrari so they'll figure it out.
Appreciate a demo of Mc Pherson Strut suspension system
will you please make a video on trailing arm and pros and cons of it?
Hi, please can you do a video about how the multi link front suspensions work, such as fitted to the e90 BMW 3 Series and what the benefits are of this seemingly ludicrous idea! Thanks