Suspension

The suspension system has two basic functions, to keep the car's wheels in firm contact
with the road and to provide a comfortable ride for the passengers. A lot of the system's
work is done by the springs. Under normal conditions, the springs support the body of the
car evenly by compressing and rebounding with every up-and-down movement. This up-
and-down movement, however, causes bouncing and swaying after each bump and is very
uncomfortable to the passenger. These undesirable effects are reduced by the shock
absorbers.

"Suspension," when discussing cars, refers to the use of front and rear springs to suspend a
vehicle's "sprung" weight. The springs used on today's cars and trucks are constructed in a
variety of types, shapes, sizes, rates, and capacities. Types include leaf springs, coil springs,
air springs, and torsion bars. These are used in sets of four for each vehicle, or they may be
paired off in various combinations and are attached by several different mounting
techniques. The suspension system also includes shocks and/or struts, and sway bars.

Most Muscle Cars with automatic transmissions will leave the line hard with good traction
(depending on tire adhesion) and no wheel hop. Manual transmission cars are more
susceptible to wheel hop due to the harsher and erratic application of power to the rear
axle. Faulty alignment of the rear axle, badly worn shocks and/or springs, and loose or
faulty bushings in the rear control arms will contribute to the tendency to wheel hop,
regardless of the transmission type. Changing the suspension design/operation by using air
shocks or coil over shocks will almost always cause wheel hop, because both inhibit the
normal rotation of the rear axle assembly. If you have a wheel hop problem and your rear
suspension is in normal condition, you may want to try a set of the special lower control
arms such as the Indian Adventures "Ground Grabbers." They might help traction as well as
preventing or improving wheel hop conditions. The rear of these arms mount lower than
stock on the rear axle assembly, thus changing the angle at which they push forward and
up on the chassis. The net result is that as the rear axle assembly tries to twist (wind up) in
the opposite direction from the forward turning axles, it transfers the twisting torque up and
into the chassis. By pushing up against the chassis, the rear axle is forced down and onto
the tires harder, and that normally improves traction. This action also inhibits wheel hop.

Removing the front sway bar may not improve traction, and may even degrade it by
allowing the car to twist to one side on acceleration. The sway bar is not fastened tightly to
the chassis, and thus does not impede front end lift. It merely ties the left and right
suspension together so when one wheel either lifts or drops quickly the bar transfers some
of the developed energy to the opposite side thus minimizing rolling or wallowing of the
vehicle.

The rear sway bar also helps keep the vehicle level from side-to-side which generally helps
traction. Concerning the approximately 15# weight, it is located at the optimum spot and
that 15# weight may actually help reduce wheel spin.

...
Suspension Components

** Shock Absorbers
In the past, a wide variety of direct and indirect shock absorbing devices were used to
control spring action of passenger cars. Today, direct, double-acting hydraulic shock
absorbers and shock absorber struts have almost universal application.

The operating principle of direct-acting hydraulic shock absorbers is in forcing fluid through
restricting openings in the valves. This restricted flow serves to slow down and control rapid
movement in the car springs as they react to road irregularities. Usually, fluid flow through
the pistons is controlled by spring-loaded valves. Hydraulic shock absorber automatically
adapt to the severity of the shock. If the axle moves slowly, resistance to the flow of fluid
will be light. If the axle movement is rapid or violent, the resistance is stronger, since more
time is required to force fluid through the openings. By these actions and reactions, the
shock absorbers permit a soft ride over small bumps and provide firm control over spring
action for cushioning large bumps. The double-acting units must be effective in both
directions because spring rebound can be almost as violent as the original action that
compressed the shock absorber.

** Coil Springs
Compression type coil springs may be mounted between the lower control arm and spring
housing or seat in the frame. Other front suspension systems have the coil springs mounted
above the upper control arms, compressed between a pivoting spring seat bolted to the
control arm and a spring tower formed in the front end sheet metal. When coil springs are
used in both front and rear suspension, three or four control arms are placed between the
rear axle housing and the frame to carry driving and brake torque. The lower control arms
pivot in the frame members and sometimes support the rear coil springs to provide for up-
and-down movement of the axle and wheel assembly.

** Leaf Springs
Front leaf springs are used with solid axle beams in most truck applications. Corvettes use
single-leaf, filament-wound, glass/epoxy front and rear springs mounted transversely; i.e.,
they are crosswise to the vehicle's centerline. Rear leaf springs are used on trucks and some
passenger cars. Single leaf or multi-leaf springs are usually mounted longitudinally over the
front axle beam or under the rear axle housing. The spring center bolt fastens the leaves
together, and its head locates the spring in the front axle beam or saddle on the rear axle
housing. U-bolts clamp the spring firmly in place and keep it from shifting. Eyebolts,
brackets, and shackles attach it to the frame at each end. Leaf springs also serve as control
arms, locating the rear end in position and transferring force to the chassis.

** Torsion Bars
Torsion bar suspension uses the flexibility of a steel bar or tube, twisting lengthwise to
provide spring action. Instead of the flexing action of a leaf spring, or the compressing-and-
extending action of a coil spring, the torsion bar twists to exert resistance against up-and-
down movement. Two rods of spring steel are used in this type of suspension. One end of
the bar is fixed solidly to a part of the frame behind the wheel; the other is attached to the
lower control arm. As the arm rises and falls with wheel movement, the bar twists and
absorbs more of the road shocks before they can reach the body of the car. The bar
untwists when the pressure is released, just like a spring rebounding after being
compressed.
Adjusting the torsion bars controls the height of the front end of the vehicle. The adjusting
bolts are located at the torsion bar anchors in the front crossmember. The inner ends of the
lower control arms are bolted to the crossmember and pivot through a bushing.

** Shock Absorber Struts

A strut is a structural piece designed to resist pressure in the direction of its length. On
typical "MacPherson Strut" use, the shock absorber is built into the strut. Most shock
absorber struts are hydraulic units. Some MacPherson systems used on Ford vehicles are
equipped with low-pressure, gas-filled shock struts. They are nonadjustable and
nonrefillable. Like the hydraulic shock struts, faulty units must be replaced as an assembly.
Another similar front suspension system is called the "hydraulic shock strut." This strut
serves as a shock absorber and replaces the upper control arm. The coil spring, however, is
located between the lower control arm and the body structure instead of being mounted
directly on the strut.

** Sprung and Unsprung Weight

"Sprung" weight is a term used to describe the parts of an automobile that are supported by
the front and rear springs. They suspend the vehicle's frame, body, engine, and the power
train above the wheels. These are quite heavy assemblies.

The "unsprung" weight includes wheels and tires, brake assemblies, the rear axle assembly,
and other structural members not supported by the springs.

** Sway Bar
Some cars require stabilizers to steady the chassis against front end roll and sway on turns.
Stabilizers are designed to control this centrifugal tendency that forces a rising action on the
side toward the inside of the turn. When the car turns and begins to lean over, the sway bar
uses the upward force on the outer wheel to lift on the inner wheel, thus keeping the car
more level.

** Control Arms
A control arm is a bar with a pivot at each end, used to attach suspension members to the
chassis.

When coil springs are used in both front and rear suspension, three or four control arms are
placed between the rear axle housing and the frame to carry driving and brake torque. The
lower control arms pivot on the frame members and sometimes support the rear coil springs
to provide for up-and-down movement of the axle and wheel assembly.

A-arms are control arms with two inboard pivots, giving strength. Some front end designs
use control arms instead of A-arms, usually to save weight and add adjustability.
http://www.cdxetextbook.com/video/video.html
Topic group Topic Summary

Suspension fundamental principles Principles of suspension Sprung mass refers to vehicle parts supported on the springs,
such as the body, frame, and engine. Unsprung mass
includes parts of the steering and suspension not supported
by springs, such as wheels, tires, and brake assemblies.

Suspension force Leaf springs absorb applied force by flattening out under
load. Coil springs absorb force of impact by twisting. Torsion
bars twist around their center.

Unsprung weight Parts of a vehicle not supported by the suspension system

are known as unsprung weight.

Wheel unit location Driving thrust, braking torque, and cornering force operate to
displace wheel units. These forces must be transferred to the
vehicle frame, but the wheel units must stay aligned with each
other, and with the frame.

Dampening Dampening prevents or reduces the bouncing effect of

oscillation by absorbing the energy from the oscillation.

Types of suspension Suspension systems The purpose of the suspension system is to isolate the
vehicle body from road bumps and vibrations, while keeping
the wheels in contact with the road.

Solid axle The solid, or beam, axle is used in the rear suspension of
many front-engined, rear-wheel drive cars, and light
commercial vehicles, and as the front suspension on many
heavy commercial vehicles.

Dead axle A dead axle only supports the vehicle and doesn't transmit
any drive. With a live axle, the drive is transmitted through the
final drive unit and axles to the wheels.

Independent suspension Independent suspension helps keep unsprung mass low.

Also, if a wheel hits an irregularity, it won't upset the opposite
wheel on the same axle. It allows wheel camber to be
adjusted, or designed into the suspension geometry.

Rear independent suspension For independent suspension on the rear of a vehicle, many
front-wheel drive cars use a McPherson strut at the rear. On
rear-wheel drive vehicles, the suspension has to allow for the
external drive shafts.

Rear-wheel drive independent suspension On rear-wheel drive vehicles with independent suspension,
the final drive unit is fixed to the vehicle frame. Drive is
transmitted to each wheel by external drive shafts.

Adaptive air suspension Adaptive air suspension is an electronically controlled air

suspension system at all four wheels with a continuously
adaptive damping system.

Adaptive air suspension operation The height sensor uses the induction principle to constantly
monitor the distance between the vehicle's axle and its
chassis.

Types of springs Coil springs The load-carrying ability of a coil spring depends on the wire
diameter, the overall spring diameter, its shape, and the
spacing of the coils. Coil springs can look alike but give very
different load ratings, which are often color coded for
identification.

Leaf springs A leaf spring locates the axle housing longitudinally and
laterally. It sustains torque reaction on acceleration, and
braking torque on deceleration. Driving thrust transfers
through the front half of the spring to the fixed shackle point.

Torsion bars A torsion bar is fixed to the chassis or sub-frame at one end,
and the suspension control arm at the other. Deflection of the
suspension causes the bar to twist around its center, to
provide the springing action.

Rubber springs Increasing the load on a suspension causes the rubber cone
to act like a spring being deformed. When the load is
removed, the rubber's elastic properties tend to return it to its
original state.

Shock absorber types Hydraulic shock absorbers The dampening action of a hydraulic shock absorber comes
from transferring oil, under pressure, through valves that
restrict the oil flow. Resistance to motion is low when the
piston moves slowly, and high when its velocity is high.

Gas-pressurized shock absorbers Shock absorber 'dissolve' can be reduced by pressurising the
fluid with nitrogen.

Load-adjustable shock absorbers The rubber air cylinder in the load-adjustable shock absorber
can be pressurized to assist suspension springs that are
under load. Changing the pressure in the cylinder can alter
ride height, and the stiffness of the suspension.
 Manual adjustable-rate shock absorbers
Electronic adjustable-rate shock absorbers
Automatic load-adjustable shock absorbers
Front suspension types & components Strut suspension
Short/long arm suspension
Torsion bar suspension
Rear suspension types & components Rigid axle leaf spring suspension
Rigid axle coil spring suspension
Independent type suspension
Rigid non-drive suspension
Suspension system layouts Driven rear suspension layouts
Non-driven rear suspension layouts
Independent rear suspension layouts
Front suspension layouts
Bushes/bushings
Arms & linkages
Suspension system procedures Checking shock absorbers
Changing shock absorbers
Lubricating a suspension system
Servicing a suspension system
In a manual adjustable-rate shock absorber, the position of
the valves in the piston can be changed, to vary the number
of restrictions the oil has to pass through, and to vary the
force needed to open the valves.
The electronic adjustable-rate shock absorber has a rotary
solenoid that can alter dampening rate by changing the
number of restrictions the oil must pass through, and varying
the force needed to open the valves.
Automatic load-adjustable shock absorbers maintain vehicle
ride at a pre-set level, according to the load placed over the
rear axle.
In strut suspension a telescopic type shock absorber is
contained inside the strut with the coil spring mounted over
the strut inside the suspension tower. The control arm mount
is fixed (or 'held in place') in the vehicle configuration, by
bushes.
In short/long arm suspension the lower control arm pivots on
bushes that twist on the lower control arm pin, which is
bolted to the cross-member of the vehicle. The lower control
arm is longer than the upper control arm.
The torsion bar supports the vehicle load and twists around
its center to provide the springing action. The spring rate
depends upon the length of the bar. The shorter and thicker
the bar, the stiffer its spring rate.
The leaf spring is usually made up of a number of leaves of
different length. The top, or longest leaf, is normally referred
to as the main leaf.
The telescopic-type shock absorber is attached to the axle at
the bottom and to the chassis at the top. The coil spring is
mounted between the axle housing and the vehicle body.
The trailing arm is attached to the chassis at a rigid cross-
member pivot point. This pivot point is fitted with rubber
bushes. The fixing frame is attached to the vehicle body. The
frame supports the differential unit and its housing.
This type of suspension is known as a 'Dead Axle'. It does not
transmit any drive. The panhard rods function is to assist in
stabilizing the vehicle from lateral movements.
There are several different driven or 'live' axle rear
suspension system layouts.
There are several different non-driven or 'dead' rear
suspension system layouts.
There are several different layouts that use independent
driven or 'live' axle rear suspension systems.
Front suspension layouts can use 'live' or 'dead' axle
systems.
Bushes, or bushings, act as bearings at suspension fulcrum
points, to allow for movement of the component, while
maintaining its alignment.
A pan-hard rod can restrict lateral movement of the rear axle
during cornering. Bushes or mountings at each end locate it
on the axle and frame.
Shock absorbers and struts are located near each wheel and
protect the passenger compartment from bumps. Many of
today's vehicles are equipped with strut type suspension
instead of conventional shock absorbers, but testing either
system involves the same procedure. The objective of this
procedure is to show you how to check the serviceability of
the shock absorbers and struts.
Shock absorbers are also known as dampers. Their task is to
reduce suspension oscillations. The two most common types
are strut cartridges and telescopic shock absorbers. Each
type has a different shock absorber replacement procedure.
The objective of this procedure is to show you how to safely
replace shock absorbers.
Many older vehicles on the road had numerous lubrication
points. Today's vehicles have far fewer, if any, points that
need lubricating. The objective of this procedure is to show
you how to lubricate suspension and steering components to
the manufacturer's specifications.
The components of the vehicles suspension system are
designed to operate as a whole unit. Some vehicles use very
sophisticated systems, while others use very simple systems.
 The objective of this procedure is to show you how to check
front and rear suspension components and measure their
wear.
Chassis Asbestos Asbestos was once used in brake shoes and gaskets for its
heat resistance. Asbestos fiber or powder inhalation is now
known to cause some very serious respiratory diseases. As a
result the use of asbestos has been banned in many
countries.

Electronic stability control ESC monitors vehicle performance and senses when a driver
is losing control, at which point it reduces the engine speed
and selectively applies the brakes to individual wheels until
control is regained.

Rolling friction Rolling friction occurs between a rolling object and the
surface it is rolling on. Rolling friction effect is lower than
sliding friction, but is still significant in vehicle performance.

Traction control Traction control is a safety feature designed to reduce wheel

spin under acceleration. It works in tandem with antilock
brakes and is particularly useful on loose, wet, or icy
surfaces.

Helix The helix shape is commonly used as a thread on nuts and

bolts, and also for teeth in steering gears, and transmissions.

Unsprung weight Parts of a vehicle not supported by the suspension system

are known as unsprung weight.

Dampening Dampening prevents or reduces the bouncing effect of

oscillation by absorbing the energy from the oscillation.

Coefficient of friction The coefficient of friction is the measurement of friction

between pairs of surfaces.

Lever/mechanical advantage A lever allows small efforts to overcome large loads – or vice
versa, depending on the type of lever. The ratio between load
and effort for any given lever is known as the Mechanical
Advantage.

Hydraulic pressure & force Hydraulic pressure is transmitted through liquid & can
transmit increased force.

Bleeding When you bleed a hydraulic system you are removing air from
the system.