Very interesting setup and despite being a prototype, I can see some production level potential. I'd like to see a follow up video with real street/rough terrain testing, not Baja racing, just some potholes and curb type stuff.
low center of gravity, less mass to move-> faster reaction. but camber/castor/toe adjustments? and that floating arm doesn't seem like it would handle sideways friction at all.. like it could snap off at any moment lol. i'd rather just use a cantilever suspension or pushrod setup.
You realise that "floating arm" as you call it is the standard Peugeot trailing arm? It is a bolt on kit. It was designed to get around rally regulations.
dark chocolate it is connected via a pushrod with spherical joints at the ends. If an accident happened, if would only be the Peugeot arm that would get damaged. Unless it was something catastrophic.
that thing sounds mean. really MEAN! looks nice. I don't see how the wheel attaches to the pivot or the coil over shock. I have thought about a system similar. for rear wheel drive car / trucks. with low ride height . I never completed it. I didn't get it off paper!
Fine, so you started from a solid rear axle car, it explains widely where is the advantage. In fact,is a great solution, it have to be easy to set the spring force o to change the absorber, the access is very clean. To me is a great solutionand it justifies the complexity.
sorry iam wrong :) i tought its a rear axle just like on my car. in this they just moved the spring and dampers under the car ....and did those lever thingies :)
Well, in that case gain is not so spectacular but anyway is realy comfortable this configuration for racing. It means, I would use this set in my car if i could. Great job!
Je me suis posé la même question, les barres de torsion + ses amortisseurs offrent peut être l'amortissement idéal. Des ressorts plus dure et les barres de torsion serait a enlever. Au passage je pense que la BAR est toujours en place.
one love Je me demande si le fait de doubler les ressorts (petite barre de torsion pour eviter que ce soit trop raide), n’agirait pas un peu comme des doubles ressorts de soupapes, c’est à dire supprimer l’effet de « rebond » de la roue a certaines vitesses (fréquence de mouvement du ressort), tout comme on double des ressorts de soupape pour supprimer le rebond des soupapes à certains régimes (pour augmenter le régime max en général). Les 106 rebondissent pas mal de l’AR à grande vitesse (170-180), du coup les doubles ressorts annulent peut-être ce phénomène jusqu’à 200 par exemple. Évidemment il faut que les ressorts soient bien accordés ensemble et que l’amortisseur aussi soit bien choisi mais, il y a peut-être une bonne idée la dedans seulement je ne trouve des infos qu’en Anglais. En tous cas, je suis impressionné de voir à quel point la roue est collée au sol pour une 106 qui est censé lever la patte à chaque virage un peu appuyé.
Très intéressent ton analyse ! En gros les barres de torsions agiraient comme la 3e voie d'un amortisseur haut de gamme. Contrôle du rebonds. Envois moi les liens que tu as trouvé je vais regarder. Sinon tu as google traduction ;)
one love: le réglage du rebond correspond au réglage de la détente de l’amortisseur il me semble alors que je parle d’un phénomène physique inhérent à tous les ressorts. Le rebond au sens propre. C’est pas facile à expliquer mais choppe mon Facebook si tu veux en parler ce sera plus pratique.
1-1 damper actuation, rather than 2.5-1 damper to wheel, means the dampers work more efficiently, also allows spring rates to be altered far easier and cheaper, also gets around many race series regs as it retains all standard mounting points, no welding to the shell.
+Mitchell Monroe There is a crucial piece of equipment that you can't easily see from this angle which is probably confusing you. The wheel knuckle isn't directly coupled to the Strut arm. There is a vertical arm which the knuckle pivots on, which in turn moves another adjacent arm to compress the spring.
we normally leave the torsion bars in, but took them out for this prototype to put as much loading into the pushrod and rocker as possible (total spring rate is too low) to test it, let it hit the bump stops etc. if a spring rate is too low it will always run out of travel.
I'm a bit late but.... original rear suspension system on a 106 is transversal torsion bars+ shock absorber like this: www.dtarenov.com/Files/119069/Img/02/Train_arriere_SAXO_106_AX__Copier_.JPG
Pushrod suspension brings the center of mass lower and closer to the center of the chassis. Also, these coilovers are tuneable while the OEMs wouldnt be.
Can't fit infront, can't fit on rwd or awd(no place for drive shaft).... Type R and GTI might use this to fit crazy wide rears. Thats the only "pratical" reason i could guess. But it's cool tho
its just that it seems like a good tarmac road and i see a lot of suspension travel...in hard corners or holes wont the spring bind its coils? just asking..cheers !
Centralized weight. Less unsprung weight. Better aero. Lighter springs & dampers. Sure, he's not using a Z-bar, but to say there's no advantage is ridiculous.
@@DavidVanstone I am looking for suspension upgrade for city tracks(nasty and bumpy surfaces) and hill climb(again poor surfaces). Which shocks would I choose along with the pushrod upgrade for front and rears? I was up fo Intrax 1k
Wow, that's cool, that's WAY cool. I have no idea how TH-cam suggeston bar decided that i want to see this, but it was right!
Seriously impressive, more exceptional work from the 106/Saxo ninjas
Damn that thing sounds good.
Amazingly.. We can watch it clearly. The camera not shaking too much.. Was that the best position for shock absorber?
Very interesting setup and despite being a prototype, I can see some production level potential. I'd like to see a follow up video with real street/rough terrain testing, not Baja racing, just some potholes and curb type stuff.
Kevin Lillis : It has been in production for years now and is on class winning Peugeot's all over the world!
Sorry, I didn't know.
Wheres my spare goes lol.
Nice system
This is a really nice piece of engineering. Cant believe all the silly and ignorant comments here.
low center of gravity, less mass to move-> faster reaction. but camber/castor/toe adjustments? and that floating arm doesn't seem like it would handle sideways friction at all.. like it could snap off at any moment lol. i'd rather just use a cantilever suspension or pushrod setup.
You realise that "floating arm" as you call it is the standard Peugeot trailing arm? It is a bolt on kit. It was designed to get around rally regulations.
ah, diddnt know that
+andrew cervantes
I would really hate to try to fix this after sliding the rear of the car into A curb.
dark chocolate it is connected via a pushrod with spherical joints at the ends. If an accident happened, if would only be the Peugeot arm that would get damaged. Unless it was something catastrophic.
That is quite a compact desing, it sures haves quite an advantage
What kind of steel you use for this set up?
What did your car spit out at 2:44?
+Dom Skill It was marking it's territory ;)
it peeped
Looked like unburnt fuel from the exhaust.(ps. im not an expert)
it's water. combustion of benzin gives generally H2O + CO2
ahhhh ahhhh
im enjoy the beautiful sound more that see that suspension.....
what
no bump stop? love the video, that poor spring tho.
Bumpstops are on the shocks.
That sound is so nice. What size is engine and what have you done to it?
When are you taking orders Colin?
Is a 206 or a C2 suspension same as this？
Oh awesome sound 😊😊😊😊😊
How was it to driv with it looks perty good ;) and is it street legel? :)
Au moins avec ca, ta pas de risque que tes nouvelles roues frottent contre les suspattes !
Il est temps d'installer du 305 sur 106 ! x)
nice bit of re-engineering
that thing sounds mean. really MEAN!
looks nice. I don't see how the wheel attaches to the pivot
or the coil over shock. I have thought about a system similar. for rear wheel drive car / trucks. with low ride height . I never completed it. I didn't get it off paper!
If you remove red rods, isn't better? Maybe with hard springs ?
What is the benefit of this set up? Does it work like IRS?
Probably a silly question, but are those tender springs or helper springs on the inside? I'm guessing Tender consider how much they unload.
Squash flat helpers to keep the spring in place at full droop.
don't you just love when clueless ppl start commenting!!!
they haven't a clue how this works. or any thing like it. but have a lot to say!
what is the advantage of placing the spring/shock absorber in that position?
its reworked from trailer arms solid rear axle to independent suspension...
Fine, so you started from a solid rear axle car, it explains widely where is the advantage. In fact,is a great solution, it have to be easy to set the spring force o to change the absorber, the access is very clean. To me is a great solutionand it justifies the complexity.
sorry iam wrong :) i tought its a rear axle just like on my car. in this they just moved the spring and dampers under the car ....and did those lever thingies :)
Well, in that case gain is not so spectacular but anyway is realy comfortable this configuration for racing. It means, I would use this set in my car if i could. Great job!
Nice but no anti-roll bar :/ You should think about this upgrade
@@TyinAlaska where? No man, they aren't..
I made this kit. The anti roll bar runs through the centre of the beam.
What sort of shocks are these? Make/model...
how it works ?
I think that you need a higher force spring
It is designed to run with torsion bars in also, but we used splineless bars to present full loading into the rocker for testing purposes.
the best Peugeot 106
Pourquoi garder les barres de torsion en plus du deuxième ressort?
La barre stabilisatrice est toujours à sa place d'origine?
Je me suis posé la même question, les barres de torsion + ses amortisseurs offrent peut être l'amortissement idéal. Des ressorts plus dure et les barres de torsion serait a enlever. Au passage je pense que la BAR est toujours en place.
one love Je me demande si le fait de doubler les ressorts (petite barre de torsion pour eviter que ce soit trop raide), n’agirait pas un peu comme des doubles ressorts de soupapes, c’est à dire supprimer l’effet de « rebond » de la roue a certaines vitesses (fréquence de mouvement du ressort), tout comme on double des ressorts de soupape pour supprimer le rebond des soupapes à certains régimes (pour augmenter le régime max en général).
Les 106 rebondissent pas mal de l’AR à grande vitesse (170-180), du coup les doubles ressorts annulent peut-être ce phénomène jusqu’à 200 par exemple.
Évidemment il faut que les ressorts soient bien accordés ensemble et que l’amortisseur aussi soit bien choisi mais, il y a peut-être une bonne idée la dedans seulement je ne trouve des infos qu’en Anglais.
En tous cas, je suis impressionné de voir à quel point la roue est collée au sol pour une 106 qui est censé lever la patte à chaque virage un peu appuyé.
Très intéressent ton analyse ! En gros les barres de torsions agiraient comme la 3e voie d'un amortisseur haut de gamme. Contrôle du rebonds.
Envois moi les liens que tu as trouvé je vais regarder. Sinon tu as google traduction ;)
one love: le réglage du rebond correspond au réglage de la détente de l’amortisseur il me semble alors que je parle d’un phénomène physique inhérent à tous les ressorts. Le rebond au sens propre.
C’est pas facile à expliquer mais choppe mon Facebook si tu veux en parler ce sera plus pratique.
Why push rod suspension? Can you explain which way it's better than standard?
1-1 damper actuation, rather than 2.5-1 damper to wheel, means the dampers work more efficiently, also allows spring rates to be altered far easier and cheaper, also gets around many race series regs as it retains all standard mounting points, no welding to the shell.
Lower centre of mass too
how does this work?
I can't wrap my head around this at all
+Mitchell Monroe There is a crucial piece of equipment that you can't easily see from this angle which is probably confusing you. The wheel knuckle isn't directly coupled to the Strut arm. There is a vertical arm which the knuckle pivots on, which in turn moves another adjacent arm to compress the spring.
+Themayseffect so is it like a variation of a cantilever ??
not exactly. More like a push rod.
dont worry, its stil monopoly shell fossil fueled molded steel
looks like its running out of travel?
we normally leave the torsion bars in, but took them out for this prototype to put as much loading into the pushrod and rocker as possible (total spring rate is too low) to test it, let it hit the bump stops etc. if a spring rate is too low it will always run out of travel.
+David Vanstone thanks good idea :)
It looks good, but I would have liked them to change the way the car behaves.
Less strain on body and chassis
what is the purpose?
wow add or change the spring load hmm mm mm I could see it happening .
howis this possible ??
wat kind of car?
i dont get it
just show installed shock in horizontal line haha
I'm a bit late but.... original rear suspension system on a 106 is transversal torsion bars+ shock absorber
like this:
www.dtarenov.com/Files/119069/Img/02/Train_arriere_SAXO_106_AX__Copier_.JPG
How to convert axial load movement?I still dont get it...from vertical to horizontal?
Pushrod suspension brings the center of mass lower and closer to the center of the chassis. Also, these coilovers are tuneable while the OEMs wouldnt be.
That means yr stupid...
Can't fit infront, can't fit on rwd or awd(no place for drive shaft).... Type R and GTI might use this to fit crazy wide rears. Thats the only "pratical" reason i could guess. But it's cool tho
ok mais il est ou l'intéret ? c'est mieux ? plus léger je pige pas trop ?
Honda?
Jewel Runaway Bay Flash Photo Shop
Don't be a ninny, it's a Peugot 106
Jay Edlington but its Real that she sound like a Honda (before the VTEC engagement),
这悬挂🐂啊
damper and spring seem too soft...
Hugo Barbedo: they are for track, this is a hill climb car
its just that it seems like a good tarmac road and i see a lot of suspension travel...in hard corners or holes wont the spring bind its coils? just asking..cheers !
But why?
Beatliner rallying regs!
omg
AD OTHER COIL
Esse sistema me parece frágil demais...
i dont see ANY advantage of this pushrod suspension if it is fully independent
Centralized weight. Less unsprung weight. Better aero. Lighter springs & dampers.
Sure, he's not using a Z-bar, but to say there's no advantage is ridiculous.
amongst that Tristian has said, you can also fit wider rims too, and lower center of gravity.
fucking peugeot never stop giving people trouble
Je ne sais pas si cette suspension a un intérêt, la vidéo, elle, n'en a aucun.
fragile
It's been out for years, used on many rally cars. Not one has broken yet. Fragile you say? 🤣
@@DavidVanstone Could you say what shocks have been used in this build? I see that it’s GAZ but from what model? Subaru?
@@markarbor4466 they're custom from GAZ for this kit
@@DavidVanstone I am looking for suspension upgrade for city tracks(nasty and bumpy surfaces) and hill climb(again poor surfaces). Which shocks would I choose along with the pushrod upgrade for front and rears? I was up fo Intrax 1k
@@nikitodorov what model car is it for?