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?
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.
Love the content!! watched all your videos!! I’m taking the leaf springs out of my jeep and installing a 3 link up front and 4 link in the back. There are lots of videos showing the fabrication required and some about the pinion angle changes as it cycles. But I would love a video or series explaining link angles and lengths for good roll and what to shoot for anti dive and squat numbers. I know a lot of people doing coil conversations it would be helpful with some real geometry knowledge for some long arm 3 link, 4 link, radius arm type suspensions for us doing it in our home garage.
There are two books that are very good references to have: Fundamentals of Vehicle Dynamics by Thomas Gillespie and Race Car Vehicle Dynamics by Milliken and Milliken. That last one you will find on every vehicle dynamics engineer's desk.
@@suspensionsexplained Thanks for the reply! I know my old FSAE team used race car vehicle dynamics during chassis/suspension design and I've seen it referenced in quite a few sae papers. Time to get myself a copy of those two!
I would be interested in a video on leaf-spring suspension geometry. As I understand it, depending in the longitudinal angle and cant-angle of the springs, this can lead to some interesting advantages or undesirable outcomes. I believe based on limited information available NASCAR teams are able to obtain rear-wheel steering under cornering to improve stability.
Justin, Leaf spring geometry is indeed an interesting topic that I may cover in a future video. It is very common to get roll steer out of a leaf spring design and pretty much every design I have ever seen does it. All you need to do is make sure the front spring eye is lower than the rear. That will give you rear wheel steering in the understeer direction during cornering.
I understand that it dampens. But why do off road trucks position them being mirrored? And they go over way more bumps than a regular street drive. It makes more sense to me to mirror the rear shocks rather than stagger them. Please I need help understanding
The attack on your audio compressor is too high. Reduce the amount to a normal speaking voice level. Other than that excellent info. Id like to see more about live axle suspension. Perhaps front live axel.
I understand that it dampens. But why do off road trucks position them being mirrored? And they go over way more bumps than a regular street drive. It makes more sense to me to mirror the rear shocks rather than stagger them. Please I need help understanding
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?
Audio issues aside, the quality of your presentations are excellent. I'm happy SuperfastMatt mentioned your channel
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.
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
Some audio dropouts, but great explaination!
Love the content!! watched all your videos!! I’m taking the leaf springs out of my jeep and installing a 3 link up front and 4 link in the back. There are lots of videos showing the fabrication required and some about the pinion angle changes as it cycles. But I would love a video or series explaining link angles and lengths for good roll and what to shoot for anti dive and squat numbers. I know a lot of people doing coil conversations it would be helpful with some real geometry knowledge for some long arm 3 link, 4 link, radius arm type suspensions for us doing it in our home garage.
Excited to see more uploads! One of the best automotive design channels Ive encountered. Do you have any suspension literature you recommend?
There are two books that are very good references to have: Fundamentals of Vehicle Dynamics by Thomas Gillespie and Race Car Vehicle Dynamics by Milliken and Milliken. That last one you will find on every vehicle dynamics engineer's desk.
@@suspensionsexplained Thanks for the reply! I know my old FSAE team used race car vehicle dynamics during chassis/suspension design and I've seen it referenced in quite a few sae papers. Time to get myself a copy of those two!
I would be interested in a video on leaf-spring suspension geometry. As I understand it, depending in the longitudinal angle and cant-angle of the springs, this can lead to some interesting advantages or undesirable outcomes. I believe based on limited information available NASCAR teams are able to obtain rear-wheel steering under cornering to improve stability.
Justin, Leaf spring geometry is indeed an interesting topic that I may cover in a future video. It is very common to get roll steer out of a leaf spring design and pretty much every design I have ever seen does it. All you need to do is make sure the front spring eye is lower than the rear. That will give you rear wheel steering in the understeer direction during cornering.
I understand that it dampens. But why do off road trucks position them being mirrored? And they go over way more bumps than a regular street drive.
It makes more sense to me to mirror the rear shocks rather than stagger them. Please I need help understanding
Do you think I could convert my NC Miata to leaf springs?
Just kidding; I just wanted to leave a comment... maybe it helps the channel!
The attack on your audio compressor is too high. Reduce the amount to a normal speaking voice level.
Other than that excellent info. Id like to see more about live axle suspension. Perhaps front live axel.
*Promo SM*
I understand that it dampens. But why do off road trucks position them being mirrored? And they go over way more bumps than a regular street drive.
It makes more sense to me to mirror the rear shocks rather than stagger them. Please I need help understanding
Off road trucks do not use leaf springs. They have coil-springs and 4-link suspensions.