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This forum's much more interesting than car magazines, and yet, here is compelling "evidence" for Porsche actually being technically superior, rather than the journos constantly saying they are the best, but never giving technical reasons why. I notice the MGF is in there. When these came out...

thanks. I don't understand this "Efforts to clamp down steady state roll gradient are a lost cause because the peak roll jumps up, requiring unlivable roll damping (from RIDE dampers that can rupture vital body parts and release unwanted bodily fluids). And even break parts when necessary ...

So as I look at the data for the FWD Saab with Strut front and a twist beam rear and compare to the Jaguar, with Double control arm and multilink rear, it's hard to discern much of a difference. I'd often wondered how people could get so misty eyed about certain cars, yet when you drive them...

that is fascinating, thank you. I'm busy today but I'm going to study that and try and say something intelligent !

You're quite right. It's all to easy to throw in the wrong terminology without thinking. to quote " The rather LARGE values for vehicles on these plots can surprisingly come from vehicles which might be puffed up as world class state of the art right brained fantasies, but in fact are almost...

thanks Greg - if I understand the point Cibachrome was making about SAT, that modern cars have been "stiffened" in so many areas that SAT is used to try and dial in the understeer? I thought SAT was something that was describing tyre behaviour rather than slop in the steering system.

ok i will try and ask a question without answering myself that relates to this topic. Greg was the BMW you mentioned an E36? I remember driving one for the first time, and wondering why the steering felt so "dead", could this be the reason? thanks

sorry i found it - in Bundorf analysis on wikipedia "SAT compliance steer. The aligning torque directly twists the wheel on the compliances in the suspension, generating a steer angle. "

Hi i'm reading this page https://www.eng-tips.com/viewthread.cfm?qid=432856 but I can't find what the SAT in toe/SAT stands for. Could someone please help so I can fully understand the points made in the discussion thanks

Superpro have made a bush for the rear of the Mk7 arm which combines poly with stainless steel rollers I'm told.

Yes i see what you mean. The more sporting models would have the voids removed in the "ride" bush. Fiat Coupe/Alfa 155/156 etc have an arm design where you need some force to install so the bush is twisted at ride height and under no twist at full droop.

thanks Brian. that explains it very well. I've noticed on an old 205 GTI i had what an AMAZING difference stiff poly bushes made (both "correct" bushes) but huge NVH increase. Conversely my daily driver is a Fiat which has the rear bush like the Golf and even though the bush has wear it still...

thanks Greg. COuld you possibly help a layman understand the Axis involved by way of a drawing. The only thing I could find online pertained to robotics and I couldn't reference it to a car.

Anyone who designs saloon car suspension for the manufacturers care to comment? thanks

I've never seen a lower arm rear bush of that design on anything designed with racing in mind e.g Caterham, Radical etc. I can see how the void permits the up and down movement but surely on limit the bush will cause more geometry change?

Can anyone tell me why a vertical mounting is used on front wishbone rear bush? It seems "wrong". The only benefit I can see is deflection in the event of kerbing preventing damage. e.g Golf Mk6 - nice design - horizontal bush allowed easy movement Golf Mk7 - vertical plane mounted bush...