Suspension geometry refers to all dimensional and kinematic characteristics of a mechanical system between the sprung part (the body) and the wheel of a vehicle. It also defines degrees of freedom as regards the suspension, which is usually corrected by wheel alignment Houston. The term geometry is sometimes confused with parallelism, which indicates the parameters of steering geometry. This is essentially the suspension geometry that affects handling of vehicles. All the work of a technician entails vehicle geometry for optimal behavior in terms of road holding, therefore active safety, comfort and endurance.
Note, paths are measured between the axles of wheels and not between the outer faces. These three variables have a predominant role as regards the dynamic behavior of vehicles. They are to be considered depending on center of gravity relative to wheel axis. Both terms refer to the same specificity, the front and rear, respectively.
To ensure the tire stays perpendicular to the ground when the car moves, it gives a negative camber at rest. Normally, the camber is set and fixed to wear in a uniform (cylindrical) fashion around the tire. A strong negative camber is proof of good cornering grip. This is in contrast to weak grip during acceleration or braking in a warped line (the tire is not really flat on the road and the wheels are not supported when turning).
This is often referred to as pulling to the right, the latter tending to deviate from its course if you let go of the steering wheel in a straight line on a flat and level road. In addition it represents a direct threat due to fatigue triggered on the driver (he must keep adjusting steering wheel towards the left side to counter the effect) - it causes premature wear. Tires will need changing more frequently.
Sometimes the wheelbase is different on the right and left as with the Renault 16 and Renault 4 wherein the torsion bars of suspension are too long to be placed in relation to head-mounting spade, which imposes an offset on rear wheels. This is the distance, on the same axle between the axis of contact zones of wheels.
The front and rear tracks may be different as with the Citroen DS, or more obvious on agricultural machinery. Generally, vehicles pull wider at the front than towards the rear. For reasons of stability, the rear axle remains in the trace. Conversely, the drives have a wider rear track in order to accommodate the wheel's greater width. Reduced channel width decreases the support surface.
A wider track, often used in rally cars, increases stability and allows the use of more flexible anti-roll bars for the vehicle, making it more agile on rough terrain. A short wheelbase provides good maneuverability in a sinuous path but makes the high-speed performance delicate. A long wheelbase provides stability in Big Rapids curve but the turning diameter is increased and the vehicle is less maneuverable in sinuous. Too much weight cantilevered overhang imbalance may even contribute in turn to wear and tear to tires. A typical well-known example is the Porsche 911 and its engine flat-six flat cantilevered overhang at the rear.
The torque applied to the front wheels causes a pinching during the opening process and allows the offset. This leads to less incisive handling, the front being less prescriptive. It also increases stability (tendency to understeer) associated with pinching back.
Note, paths are measured between the axles of wheels and not between the outer faces. These three variables have a predominant role as regards the dynamic behavior of vehicles. They are to be considered depending on center of gravity relative to wheel axis. Both terms refer to the same specificity, the front and rear, respectively.
To ensure the tire stays perpendicular to the ground when the car moves, it gives a negative camber at rest. Normally, the camber is set and fixed to wear in a uniform (cylindrical) fashion around the tire. A strong negative camber is proof of good cornering grip. This is in contrast to weak grip during acceleration or braking in a warped line (the tire is not really flat on the road and the wheels are not supported when turning).
This is often referred to as pulling to the right, the latter tending to deviate from its course if you let go of the steering wheel in a straight line on a flat and level road. In addition it represents a direct threat due to fatigue triggered on the driver (he must keep adjusting steering wheel towards the left side to counter the effect) - it causes premature wear. Tires will need changing more frequently.
Sometimes the wheelbase is different on the right and left as with the Renault 16 and Renault 4 wherein the torsion bars of suspension are too long to be placed in relation to head-mounting spade, which imposes an offset on rear wheels. This is the distance, on the same axle between the axis of contact zones of wheels.
The front and rear tracks may be different as with the Citroen DS, or more obvious on agricultural machinery. Generally, vehicles pull wider at the front than towards the rear. For reasons of stability, the rear axle remains in the trace. Conversely, the drives have a wider rear track in order to accommodate the wheel's greater width. Reduced channel width decreases the support surface.
A wider track, often used in rally cars, increases stability and allows the use of more flexible anti-roll bars for the vehicle, making it more agile on rough terrain. A short wheelbase provides good maneuverability in a sinuous path but makes the high-speed performance delicate. A long wheelbase provides stability in Big Rapids curve but the turning diameter is increased and the vehicle is less maneuverable in sinuous. Too much weight cantilevered overhang imbalance may even contribute in turn to wear and tear to tires. A typical well-known example is the Porsche 911 and its engine flat-six flat cantilevered overhang at the rear.
The torque applied to the front wheels causes a pinching during the opening process and allows the offset. This leads to less incisive handling, the front being less prescriptive. It also increases stability (tendency to understeer) associated with pinching back.
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