Hello everyone. I feel like I got lost in a time travel vortex and when I came back to Pirate I was all alone. :) It's good to know that the tech spirit lives on here and I look forward to my membership.
I posted this over there and wasn't getting any activity. I hope it gets some traction here.
I'm interested in learning more about IFS design theory for a few reasons.
A, I'm bored not being able to build anything for years and hoping to get back to a point where I can sometime in the next year or two. I can use this down-time to learn.
B, I kinda wanna build one.
C, it's probably more applicable to the style of wheeling I have in my future.
D, I've always been curious about it.
I've been doing prelim research using several sources. Of course, Herb Adams' Chassis Engineering book, and some great YT videos that I made a list out of here:
https://www.youtube.com/playlist?lis...iBb_WxXdUF4raB
There's also several threads here about it, but sadly not nearly as in-depth as I'd wish. I think a lot of people keep their secrets for racing now days. Nevertheless, I've developed an outline of topics and questions that I have. I'd appreciate any light anyone is willing to shed on them. My goals are not racing, just general off-roading. If I ever built anything I would want it to be basically as close to a Polaris as I could get while still using an automotive drive train. Feel free to share thoughts about any venue though.
I posted this over there and wasn't getting any activity. I hope it gets some traction here.
I'm interested in learning more about IFS design theory for a few reasons.
A, I'm bored not being able to build anything for years and hoping to get back to a point where I can sometime in the next year or two. I can use this down-time to learn.
B, I kinda wanna build one.
C, it's probably more applicable to the style of wheeling I have in my future.
D, I've always been curious about it.
I've been doing prelim research using several sources. Of course, Herb Adams' Chassis Engineering book, and some great YT videos that I made a list out of here:
https://www.youtube.com/playlist?lis...iBb_WxXdUF4raB
There's also several threads here about it, but sadly not nearly as in-depth as I'd wish. I think a lot of people keep their secrets for racing now days. Nevertheless, I've developed an outline of topics and questions that I have. I'd appreciate any light anyone is willing to shed on them. My goals are not racing, just general off-roading. If I ever built anything I would want it to be basically as close to a Polaris as I could get while still using an automotive drive train. Feel free to share thoughts about any venue though.
- Camber
- Def: Vertical angle of tire when viewed from front.
- How important is this within reason for general off-roading? I feel like camber is going to be all over the place in uneven terrain. Beyond the suspension's movement, the terrain itself would cause camber changes even if the suspension stayed stationary. I get that a small amount of negative static camber is generally good for road racing when some camber gain is built into the suspension for turns. But isn't that all kind of out the window when going over whoops, rocks, berms, hills, ditches, ruts, etc.? Not saying that this should be ignored, but maybe just not as obsessed over as it might be on a road-car?
- Toe
- Def: Angle of front of tires when viewed from above / below.
- Again, my hunch is that, so long as toe is relatively neutral, for general off-roading this isn't going to be hugely impactful to stress over given the lack of traction and reduced need for tracking perfectly straight?
- Scrub Radius
- Def: The distance from where the king pin inclination axis touches the ground to the center of the tire.
- I suspect that this is a big concern given tire sizes and the effects that excessive scrub radius can have on handling.
- Assume this needs to be minimized if not negative?
- King Pin Inclination
- Def: Angle of steering axis when viewed from front.
- Herb Adams recommends 7-9* but this is for race cars.
- Not sure if off-road implies any special considerations here?
- Caster
- Def: Angle of steering axis when viewed from side.
- How much positive caster?
- Herb Adams recommends 10* as a rule of thumb.
- Roll Center
- Def: The intersection of both a-arms, when viewed from front, with imaginary line drawn from that point to the center of the opposite tire patch.
- This is what I imagine to be one of the most important design focuses of an IFS for any car, but especially offroad vehicles that have higher chances of rolling.
- COG acts like a weight on the end of a pole with roll center being the pivot point on the opposite end of the pole.
- Theoretically one would like their COG to be as low as possible with RC to be equal to COG. This would induce the least amount of roll angle in turns and weight shifts. It would also induce a large amount of jacking, which means the COG is moving all around in a semi-unpredictable fashion.
- So my understanding is that we want RC to be slightly above the road surface and to design CoG as low as possible to reduce the lever arm. Of course, everything is a compromise.
- RC will move around throughout the movement of the suspension. RC change should be minimized for a predictable suspension.
- Pitch Center
- Def: Same as roll center only viewed from side.
- A shorter PC will allow the CoG to have more leverage, and therefore, for fore / aft movement under both braking and acceleration, correct?
- I would think that a longer PC with minimal change would be a desirable goal? Herb Adams calls pitch center "side view swing arm." Swing arm either directly correlates to, or actually is ...
- Anti-Dive
- Roughly equivalent to anti-squat in a rear suspension.
- It's been a long time since I've done suspension research. The last time I did it was the general consensus that anti-squat should be relatively neutral and the shocks / springs should be tuned to handle most of the suspensions resistance to movement.
- I assume the same applies to the front / anti-dive? This is Herb Adam's general recommendation for race cars.
- Ackerman should abide by all the general rules as any other front suspension as far as I know. Thus, I won't go into great detail here as there are threads about that already. Tell me if I'm missing something.
- Of course, bump-steer should be minimized.
- When viewed from front, if your steering arms intersect with a theoretical point where your upper and lower a-arms intersect, IE all three at one point, theoretically you would have zero bump-steer.
- How realistic is this in an off-road rig?
- I suspect that using a steering rack helps with this by allowing longer steering rods than would otherwise be possible with just a normal ram?
- CV plunge
- Should be minimized to avoid heat / wear / tear.
- In order to minimize plunge the center point of the CV joints will need to be close to the suspension pivots?
- Calculators:
- Haven't come across many. I'd be willing to pay for one if someone can recommend it.
- Suspension Geometry Calculator
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