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Maybe I didnt understand your post, but it seems like you are skeptical the McLaren F1's system of bushings canceling the braking longitudinal movement while allowing compliance in bump would really work? If that is the case it should be noted the bushings used are not typical rubber bushings...

I am a fan of his stuff as well!

What do you mean Greg? (BTW I don't mean what is a free body diagram lol)

In "Racecar Engineering" there is an article that says teams are adopting this setup, mounting on the upright, to reduce understeer..... that one threw me. How could that effect understeer?

Yes it was, thanks for that comment actually!

Thank you very much Greg. Just to clarify, by pothole I mean like a 4-7" radius semicircular hole or there about in shape. I guess the impact depends on the tire dimensions and characteristics as well as whats being run into. Trying to gauge how different in peak magnitude, if any, braking...

There are a few suspension tricks I have seen utilized that control longitudinal compliance for the sake of ride quality without giving up very much, sometimes extremely little, in the way of overall wheel control. Some examples are the Acura NSX and its compliance pivot, the Lotus Elan M100...

I am curious, if a 3 wheeled vehicle has a front sway bar but no rear track to take the load away from, would it not cease to have an effect on the loads at the front track in steady state cornering? I would imagine that it would load up more quickly in transient states and obviously roll less...

Understood, I was just speaking in what if's. It is more of a numbers crunch to see what the exact effects are of the situation I described, I wanted to be sure I wasn't leaving anything out of consideration.

Thank you very much, I was searching the net and came across it, so I started fiddling with it. Thanks for the clarification.

Thank you for the info, greg. What I'm getting at with the smooth track was a suspension that has no track change in bump but only in roll, if there was/is such a thing. I thought maybe roll would be slow enough with dampening that the lateral forces and even track changes on either side of...

The equation I found for this is assuming the use of mild steel and is as follows. R= (5x10^6 x D^4)/(.4244LA^2 +.2264B^3) D=diameter A=effective lever arm length B=lever arm length (same as above no? unless arm is at an angle) L=length of bar or tube or whatever R=roll bar rate Now I am...

I realize that if one wheel hits a bump and the track of that side changes it results in unnecessary tire wear. However, what other effects does it have? Also what if say you are entering a right hand turn with a perfectly smooth surface, so no jounces, and in roll the outside, left, track is...

If all joints are rod ends(tight) and wheels are not damaged mis-made or out of balance, where, if anywhere, left is there potential for shimmy? I keep hearing shimmy is caused by gyroscopic forces which act through loosness in the suspension, but what are these gyroscopic forces caused by...

I am after less deflection per a given load. However, I thought stiffness and strength went somewhat hand in hand. Generally it seems the stronger the materials the more rigid the structure. Am I wrong in that assumption? Usually, I thought, this is why most preffer chromoly space frames as...

I also thought about having a 2024 or 7075 solid bar join the two panels with slits machined into them lengthwise at the appropriate angles, but cutting all the bar stock correctly to match at junctions of multiple panels would be hard. Not to mention heavier and much more expensive...

Hi all this is my first post. I was thinking about how aluminum is conventionally used to make automotive chassis for certain kit cars by welding aluminum panels together. I was only interested in this way of construction since it seems more feasible to create such a thing in my garage than...