Tech answer for non tech question?
Thread Starter
Joined: Jul 2014
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From: My own internal universe
Tech answer for non tech question? Totally off the wall question, but I toured Lamborghini and saw their suspension, and it's nothing I've ever seen before. The coilover shocks are mounted horizontally to the centerline of the chassis. At the outer end, the shock is mounted to an eccentric cam looking thing. At the other end of the eccentric is a control rod that goes to the lower control arm. Both the front and back wheels are set up this way.
What is this type of suspension called?
What are the advantages and disadvantages?
Feel free to be very technical with responses
What is this type of suspension called?
What are the advantages and disadvantages?
Feel free to be very technical with responses
TECH Senior Member
Joined: Jan 2004
Posts: 5,798
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From: St.Charles MO
Pushrod suspension. Common with supercars and is not anything new, the ferrari f50 had it back in the 90s and have been used in f1 cars forever.
The biggest advantage i can think of is packaging space and potential ease of access to parts.
Is this the exact thing you are talking about?
Heres from the f50:
Enzo
Zonda
The biggest advantage i can think of is packaging space and potential ease of access to parts.
Is this the exact thing you are talking about?
Heres from the f50:
Enzo
Zonda
Thread Starter
Joined: Jul 2014
Posts: 10,451
Likes: 1,873
From: My own internal universe
Yup that's exactly it.
I wasn't sure if it was to wedge an engine tranny and axle in the same space or if it had handling benefits?
I could squint my eyes and imagine the horizontal coilovers providing counterforce to the chassis in a turn. Like a sway bar that pushes into the turn instead of up on the body?
I wasn't sure if it was to wedge an engine tranny and axle in the same space or if it had handling benefits?
I could squint my eyes and imagine the horizontal coilovers providing counterforce to the chassis in a turn. Like a sway bar that pushes into the turn instead of up on the body?
It's better packaging and tunability. You can change the ratio by changing a bracket. It also allows a short shock to handle the suspension travel where a longer shock would have been needed using a conventional setup. In simple terms You can use a 10" shock and still get 18" of travel as long as you provide the right ratio.
You can also setup an air ride system using the same concept.
You can also setup an air ride system using the same concept.
Pushrod/pullrod suspension.
Number one reason is for packaging. Number two is you can manipulate rocker ratio to get a rising spring rate through travel. This is important on most race cars that produce downforce. It allows compliance at lower speeds, and a stiffer suspension at high speeds when aero loads are compressing the suspension.
Number one reason is for packaging. Number two is you can manipulate rocker ratio to get a rising spring rate through travel. This is important on most race cars that produce downforce. It allows compliance at lower speeds, and a stiffer suspension at high speeds when aero loads are compressing the suspension.
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Thread Starter
Joined: Jul 2014
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From: My own internal universe
Originally Posted by LLLosingit
It's better packaging and tunability. You can change the ratio by changing a bracket. It also allows a short shock to handle the suspension travel where a longer shock would have been needed using a conventional setup. In simple terms You can use a 10" shock and still get 18" of travel as long as you provide the right ratio.
You can also setup an air ride system using the same concept.
You can also setup an air ride system using the same concept.
Originally Posted by 79_T/A
Pushrod/pullrod suspension.
Number one reason is for packaging. Number two is you can manipulate rocker ratio to get a rising spring rate through travel. This is important on most race cars that produce downforce. It allows compliance at lower speeds, and a stiffer suspension at high speeds when aero loads are compressing the suspension.
Number one reason is for packaging. Number two is you can manipulate rocker ratio to get a rising spring rate through travel. This is important on most race cars that produce downforce. It allows compliance at lower speeds, and a stiffer suspension at high speeds when aero loads are compressing the suspension.
I have never in my life felt a car so PLANTED to the ground. And the steering precision was unlike anything. I've never had a car lean INTO a turn like the huracan did. So I was thinking it was the suspension that did that.
And I'm now wondering if there is benefit to doing it on a F car or a vette even. I could imagine it's a poor suspension for solid axle.
But if it's really just about the packaging, then that answers that.
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Thread Starter
Joined: Jul 2014
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From: My own internal universe
Lol! Sounds like it!
I've been a raw acceleration guy all my life. This might have changed me. Now it still accelerates, but it was so FUN being able to do whatever I wanted it to do.
I've been a raw acceleration guy all my life. This might have changed me. Now it still accelerates, but it was so FUN being able to do whatever I wanted it to do.