CHAPTER 8.

1 Types of suspension and drive

Fig. 8.1-39 Multi-link front suspension of the Mercedes-Benz model W220 (S class, 1998). Based on a double wishbone axle,
two individual links (tension strut and spring link) are used instead of the lower transverse link in order to control the steering axle
nearer to the middle of the wheel. As a result, the kingpin offset and disturbing force lever arm are reduced and vibrations are caused
by tyre imbalances and brake-force fluctuations is consequently minimized. Crash performance is also improved by the more
open design. The air-spring struts with integrated shock absorber proceed directly from the spring link. The laterally rigid rack and
pinion steering in front of the middle of the wheel leads to the desired elastokinematic understeer effect during cornering owing to the
laterally elastic spring link bearings. The manufacturing tolerances are kept so small by means of punched holes that the adjustment
of camber and camber angles in production is not necessary.

suspensions. The latter type of suspension is becoming as on double wishbones, whereas point E is fixed in the
more and more popular because of its low friction levels shock tower, which is welded to the wheel house panel.
and kinematic advantages. Even some light commercial As the wheels reach full bump, piston rod 2 moves in the
vehicles have McPherson struts or double wishbone axles cylinder tube (which sits in the carrier or outer tube and
(Fig. 8.1-7). However, like almost all medium-sized and when there is a steering angle the rod and spring turn
heavy commercial vehicles, most have rigid front axles. In in an upper strut mount, which insulates noise and is
order to be able to situate the engine lower, the axle located at point E (Fig. 8.1-9).
subframe has to be offset downwards (Fig. 8.1-37). Wheel controlling damper struts do not require such
The front wheels are steerable; to control the steering a complex mount. The piston rod turns easily in the
knuckle 5 (Fig. 8.1-38) on double wishbone suspensions, damping cylinder (Fig. 8.1-41). Only the rod needs noise
there are two ball joints that allow mobility in all di- insulation. The coil spring sits separately on the lower
rections, defined by full bump/rebound-travel of the control arm, which must be joined to the steering knuckle
wheels and the steering angle. The wishbone, which ac- via a supporting joint. The damper is lighter than a shock-
cepts the spring, must be carried on a supporting joint absorbing strut and allows a greater bearing span across the
(item 7) in order to be able to transmit the vertical damping cylinder, permits a wider, flatter engine com-
forces. A regular ball joint transferring longitudinal and partment (which is more streamlined) and is easier to
lateral forces (item 8) is generally sufficient for the repair. However, it is likely to be more costly and offset-
second suspension control arm. The greater the distance ting the spring from the damper (Figs. 8.1-8 and 8.1-11)
between the two joint points, the lower the forces in the may cause slip-stick problems with a loss of ride comfort.
components. Fig. 8.1-39 shows a front axle with ball In the case of front-wheel-drive vehicles, there may be
joints a long way apart. a problem in the lack of space between the spring and the
The base on McPherson struts is better because it is drive axle.
even longer. Fig. 8.1-40 shows a standard design and
Fig. 8.1-8 the details. [Link] Driven rear axles
The coil spring is offset at an angle to reduce the
friction between piston rod 2 and the rod guide. The Because of their cost advantages, robustness and ease of
lower guiding joint (point G) performs the same function repair rigid axles are fitted in practically all commercial

226
 Types of suspension and drive CHAPTER 8.1

Fig. 8.1-40 Spring strut front axle of the BMW Roadster Z3, which Lemförder Fahrwerktechnik produce in the USA and supply
directly to the assembly line there. The additional springs 2 are positioned in the coil springs (Fig. 8.1-11) which are offset at an angle
in order to reduce friction. The stabilizer 6 is connected to the lower links by the struts 3.
The cross-member 7 which serves as the subframe takes the hydraulically supported rack and pinion steering 1 at the front and the
transverse link 4 on its lower side. The L-shape of the transverse link makes good decoupling of the lateral rigidity and longitudinal
elasticity possible: lateral forces are introduced directly into the rigid front bearing, while longitudinal forces produce a rotational
movement about the front bearing as a result of the laterally elastic rear bearing 5. These rubber elements ensure a defined lateral
springing. The large-diameter internally ventilated brake discs (1500 rim) and the third-generation, two-row angular ball bearings,
whose outside ring also acts as a wheel hub, are clearly shown.
The kingpin offset at ground (scrub radius) depends on the tyre width and thus the wheel offset; it is rs ¼ þ10 mm on 185/65 R 15
tyres and r2 ¼ þ5 mm on 205/60 R 15 tyres.

and off-road vehicles (Fig. 8.1-43) in combination with rear axles or so-called multi-link axles (Figs. 8.1-1,
leaf springs, coil springs or air springing (Figs. 8.1-20 and 8.1-19, 8.1-34 and 8.1.72).
8.1-42). They are no longer found in saloons and coupés. Most independent wheel suspensions have an easy-to-
In spite of the advantages described in Section 8.1.3, the assemble chassis subframe for better wheel control and
weight of the axle is noticeable on this type of vehicle. noise insulation. However, all configurations (regardless
For independent suspension, the semi-trailing arm of the design) require drive shafts with length compen-
axle, shown in Figs. 8.1-15 and 8.1-45, is used as in- sation. This is carried out by the sliding constant velocity
dependent wheel suspension in passenger and light (CV) joints fitted both at the wheel and the differential.
commercial vehicles. This suspension has a chassis sub- Fig. 8.1-17 shows a section through a joint of this type,
frame to which the differential is either fixed or, to and Fig. 8.1-44 shows a typical modern bearing of
a limited degree, elastically joined to give additional noise a driven rear wheel.
and vibration insulation. The springs sit on the suspension
control arms. This gives a flat, more spacious boot, but
with the disadvantage that the forces in all components 8.1.5 Rear and mid engine drive
become higher.
Because of its ride and handling advantages, more and The rear-mounted power plant consists of the engine and
more passenger cars have double wishbone suspension the differential and manual gearbox in one assembly unit,

227