5th Gen Ranking Thread - Bolt-on Suspension Bars
05-24-2012, 04:32 PM
#81
great info Bob. I think I've read that precise piece before actually. Alongside a pile of others. 4th genners have played with FSB's before but I haven't seen it here. The suspensions are pretty much the same so the principles and rough guidelines that have come about in the 4th gen stuff could be loosely applied to the 5th genners.
Oh, and if anyone wants my car they get the brand new Energy Suspension SE bushings with it, no charge
LMAO
Oh, and if anyone wants my car they get the brand new Energy Suspension SE bushings with it, no charge
LMAO
05-25-2012, 08:39 AM
#82
A bit of history Tuner & our other Northern friends may find interesting.
A sway bar or anti-roll bar or stabilizer bar is a part of an automobile suspension that helps reduce the body roll of a vehicle during fast cornering or over road irregularities. It connects opposite (left/right) wheels together through short lever arms linked by a torsion spring. A sway bar increases the suspension's roll stiffness—its resistance to roll in turns, independent of its spring rate in the vertical direction. The first stabilizer bar patent was awarded to the Canadian S. L. C. Coleman of Fredericton, New Brunswick on April 22, 1919.
Overly technical & stuff we already know deleted for brevity.
Anti-roll bars provide two main functions. The first function is the reduction of body lean. The reduction of body lean is dependent on the total roll stiffness of the vehicle. Increasing the total roll stiffness of a vehicle does not change the steady state total load (weight) transfer from the inside wheels to the outside wheels, it only reduces body lean. The total lateral load transfer is determined by the CG height and track width.
The other function of anti-roll bars is to tune the handling balance of a car. Understeer or oversteer behavior can be tuned out by changing the proportion of the total roll stiffness that comes from the front and rear axles. Increasing the proportion of roll stiffness at the front will increase the proportion of the total load transfer that the front axle reacts and decrease the proportion that the rear axle reacts. In general this will cause the outer front wheel to run at a comparatively higher slip angle, and the outer rear wheel to run at a comparatively lower slip angle, which is an understeer effect. Increasing the proportion of roll stiffness at the rear axle will have the opposite effect and decrease understeer.
A sway bar or anti-roll bar or stabilizer bar is a part of an automobile suspension that helps reduce the body roll of a vehicle during fast cornering or over road irregularities. It connects opposite (left/right) wheels together through short lever arms linked by a torsion spring. A sway bar increases the suspension's roll stiffness—its resistance to roll in turns, independent of its spring rate in the vertical direction. The first stabilizer bar patent was awarded to the Canadian S. L. C. Coleman of Fredericton, New Brunswick on April 22, 1919.
Overly technical & stuff we already know deleted for brevity.
Anti-roll bars provide two main functions. The first function is the reduction of body lean. The reduction of body lean is dependent on the total roll stiffness of the vehicle. Increasing the total roll stiffness of a vehicle does not change the steady state total load (weight) transfer from the inside wheels to the outside wheels, it only reduces body lean. The total lateral load transfer is determined by the CG height and track width.
The other function of anti-roll bars is to tune the handling balance of a car. Understeer or oversteer behavior can be tuned out by changing the proportion of the total roll stiffness that comes from the front and rear axles. Increasing the proportion of roll stiffness at the front will increase the proportion of the total load transfer that the front axle reacts and decrease the proportion that the rear axle reacts. In general this will cause the outer front wheel to run at a comparatively higher slip angle, and the outer rear wheel to run at a comparatively lower slip angle, which is an understeer effect. Increasing the proportion of roll stiffness at the rear axle will have the opposite effect and decrease understeer.
A big bar on the front, increases rear lateral and motive traction.
A big bar on the rear, increases front lateral and motive traction.
A sway bar effectively increases the spring rate on whichever side
is compressed the MOST.
Here's a detailed article on the effect of front vs. rear sway bars (straight from our suspension thread), explaining why a FWD car would want a big RSB:
http://www.houseofthud.com/cartech/swaybars.htm
Last edited by EuroDriver; 05-25-2012 at 08:41 AM.
05-25-2012, 03:32 PM
#83
In simpler terms:
A big bar on the front, increases rear lateral and motive traction.
A big bar on the rear, increases front lateral and motive traction.
A sway bar effectively increases the spring rate on whichever side
is compressed the MOST.
Here's a detailed article on the effect of front vs. rear sway bars (straight from our suspension thread), explaining why a FWD car would want a big RSB:
http://www.houseofthud.com/cartech/swaybars.htm
A big bar on the front, increases rear lateral and motive traction.
A big bar on the rear, increases front lateral and motive traction.
A sway bar effectively increases the spring rate on whichever side
is compressed the MOST.
Here's a detailed article on the effect of front vs. rear sway bars (straight from our suspension thread), explaining why a FWD car would want a big RSB:
http://www.houseofthud.com/cartech/swaybars.htm
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