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Ah, thanks for the link. So while the trans isn't cantilevered, its connection to that frame makes it part of a long beam in bending.

Could be. A guy on a Miata forum who seems knowledgeable said "Bending strength and stiffness of the engine/transmission assembly. The drivetrain is structural in the Miata, there are no transmission mounts." Surprising if the entire trans is cantilevered from the engine.

Mazda, and a lot of other makes, have a large. and unused as far as I can tell, area at the top of their bell housings. What's it for? I wouldn't think it's needed for MOI, which is already enormous. And why the double walls at certain points around the periphery?

> Many if not most luxo sleds use hydraulic bushings whose impedance is bandpass for isolation purposes. Hmm; besides not seeing why lowpass wouldn't be better, how is that achieved? > much of your noise & vibration energy comes thru the steering gear, which is why so many luxo rides have...

> a suspension where there is only aft movement allowed, seems like that characteristic isn't so good. No one has suggested that. > Has anyone made a suspension that has only linear movement but the movement is not normal to the nominal ground? Motorcycle telescopic forks.

No worries there, single rear wheel on a trailing arm.

OK, I need to spend some time on laying out components and see what packaging issues emerge. Very interesting about bushings; are there any that have a reasonable high ratio of axial to radial compliance? Though hard to think how to do that without sliding surfaces. > If you really want good...

As for kinematic recession, I guess no one has anything to say because it just isn't used anymore...right?

Swinny, Thanks for straightening that out. I remember having a short ride on city streets in an in-law's BMW, was new about a dozen years ago so likely what we're talking about. Dunno about the handling, but I remember greatly disliking all the noise on bumps and dips. I wonder if I'm...

Speaking of Bug's and 356's, anyone know their ride frequencies? That's what I'd like to target.

Greg, > In practice once you consider frame stiffness and so on then for a lightly built car where refinement is a secondary priority, symmetrical ^ arms make more sense usually. Refinement is *not* a secondary priority. Using a motorcycle analogy, my aim is to build a comfortable but agile...

Thanks for digging up the nice pic. So if I'm understanding this correctly, when a bump tries to push the lower ball joint back, the arm pivots around the stiff bushing at the upper right. Given that the angle is roughly 45 deg from the BJ to the upper left bushing, the latter would have to be...

> The rear suspension of some production cars often has kinematic recession in bounce... For instance, rear twist beam suspensions . Therefore the only hope for acceptable impact harshness is compliance Do I have the terminology wrong? I thought recession meant the wheel moves backward as the...

Very interesting, thanks, I'll see if I can google that or make a sketch that fits the description.

Is it possible to equate a given amount of kinematic wheel recession to control arm bushing horizontal compliance? Assuming double wishbones and LCA canted down at the back, is it as simple as taking the horizontal component of the suspension spring compliance? I'm guessing not, since the...

Thanks for the link, though he didn't really say anything specific enough to increase my understanding. Upon first reading about these, I expected that there would be a 5th link to restrain the new DOF and that one end would have a rubber pushing to allow wheel recession, but that wasn't borne...

I never paid much attention to these until now but have become interested after reading that they can improve the ride/handling tradeoff. A conventional A-arm is a structure, but the 4-bar resulting from replacing it with two links is a mechanism, where a longitudinal force/motion would tend to...

I'm thinking of getting it to go along with an IronCad license for personal use (I'm retired). My concern is that aside from their and IronCad's websites, all I can find by googling is 6+ years old posts here by GBor, who sold it but whose website is gone.

> How did you conclude that torsional resistance of a [typical] chassis is "near linear"? Why put quotes on something I didn't exactly say? I said why, but to elaborate, metals have a very linear stress-strain curve until yield is approached. Do you think twisting your frame a few degrees is...

If I remember correctly, deflections that are no more than a few % of the length over which they're measured are considered small and within the linear range, which seems to fit the situation here.