![]() ![]() However, since it is bolted down in this example, the bar acts as a torsion spring, resisting the twisting action. If the other end weren't affixed to anything, the bar would obviously just freely rotate. If you try to move the wheel assembly up or down suddenly (as would happen with transient bumps and dips in your example), the bar would try to rotate on its pivot points. For example, imagine that one end of the sway bar is attached to the wheel assembly at one end but is fixed to an immovable point on the other. You can disassemble the sway bar problem by considering a piece at a time. Tl dr: stiffening one of the sway bars on a car will cause that end to be more likely break loose in response to transients.Īt a high level, the sway bar acts as a spring just like any other. And maybe some other complicated thing would happen.Īm I on the right track with one of those assessments? What would the effect be?Īlso as a (perhaps too broad) corollary question: What impact should rough road conditions have when deciding on an ideal sway bar configuration? The left wheel would then take longer to regain contact with the ground, causing the right wheel to experience more lateral force (that was no longer being absorbed by the left wheel), and the car would more readily understeer.The left side expansion would be limited via the swaybar by the downward force present on the right side due to the turn.The left strut would want to expand into the pothole.complicated would happen that I can't figure out. On exiting the pothole, then, something.Via the sway bar, some of this would also be transferred to the right side, exerting an upward force on the right side of the body.The left strut would expand into the pothole, exerting downward force on the wheel.In this case, how would a stiffer set of sway bars affect vehicle handling on rough, uneven pavement? Every discussion of suspension theory and physics I see usually seems to assume good road conditions.įor example, consider the scenario above, cornering left at speed, then in the turn I hit a fairly large, say 2-3cm deep pot hole with the front left wheel.įrom my limited understanding the effect of a sway bar that was too stiff would be one of the following, either: It's a wide definition, but I don't mean off-road or post-apocalyptic conditions. typical road wear near stop signs, on roads frequented by trucks, etc.) on urban roads, post-construction patches, stripped roads being prepped for resurfacing, raised manholes, drain depressions, that kind of thing. By "rough" roads I mean typical non-perfect driving conditions that you may encounter on a daily basis: Think patches, seams, and potholes on highways, think ripple, ruts, and depressions (e.g.Shocks, struts, springs would not be changed.For simplicity, any sway bar changes would be done to the front and rear in such a way that the TLLTD would not be affected.A front-wheel drive vehicle being driven around a corner at a speed which, on a dry, smooth, level road, would be just about the maximum speed it could take before beginning to understeer.I also watched a video discussing suspension behavior on rough roads. I just read a really nice write-up on sway bar physics. ![]()
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