Chapter 2: Glossary of Terms
Chapter Two:
Glossary of Suspension Terms
RIT Baja SAE
Introduction
This glossary of terms is intended to provide a brief and accu-
rate description of both conceptual and component terms used in
design, manufacturing, and tuning of R.I.T. Baja SAE Suspension
Systems. For quick referencing this chapter is divided into two sec-
tions.
The first section of the chapter focuses on theoretical concept
definitions used in describing the analysis and design of off-road
suspension system dynamics. The second segment contains compo-
nent descriptions and visual references .
Figure 1: (2005-2006)SLA A- Arm Rear Suspension
Chapter 2: Glossary of Terms
Glossary of Suspension Theory Terms
Camber
A measurement of wheel angle relative to vertical as viewed from the front or
rear of the car. In a double A-arm system, camber is dictated mainly by control
arm geometry.
Positive Camber occurs when the top Negative Camber occurs when the
of the tire tips away from the chassis. top of the tire tips towards the chassis.
Commonly, a system in droop will Commonly, a system in compression
have positive camber. will have negative camber.
Figure 2: Positive Camber
Figure 3: Negative Camber
Toe
A measurement of wheel angle relative to the centerline of the car as viewed
from top. Toe can be measured by comparing the vehicle centerline to front of
tire distance with the vehicle centerline to rear of tire distance. In a double A-arm
steerable, or front suspension system, this is controlled by tie-rod length in
conjunction with the steering system.
Toe In occurs when the front of the Toe Out occurs when the front of the
tires pinch into the centerline of the tires point away from the centerline of
car. the car.
Figure 4: Toe In Figure 5: Toe Out
Chapter 2: Glossary of Terms
Caster
A measurement of angle relative to the vertical as viewed from the side, be-
tween the axis defined by the upper and lower rod ends. Caster effects the
amount of camber change during steering, as well as steering effort. Positive
Caster is achieved when the upper rod end is behind the lower, Negative
Caster is the inverse of this.
Figure 6: Positive Caster
Longitudinal Wheel Recession Angle
An angle formed by the A-arms pivot line, commonly measured from horizontal.
This angle causes the wheel to recede in both the vertical and rearward directions
during compression, allowing the tire to encounter obstacles at a slower rate as
well as providing some level of damping during longitudinal or frontal tire im-
pacts.
Figure 7: Longitudinal Wheel Recession Angle
Chapter 2: Glossary of Terms
Bump Steer
The amount of toe angle gain or loss that occurs during compression and exten-
sion. While driving over obstacles and during body roll the tires will steer with-
out direct driver actuation.
Figure 8: Bump Steering
Ackerman Steering Geometry
Steering geometry parameter which allows wheels to turn on different radii about
a single point. The turn center is formed from the intersection of perpendicular
axes from all wheels. The Ackerman Angle is defined as the difference between
the inside and outside wheel turn (toe) angles. Ackerman Geometry will cause
the inside wheel to turn tighter than the outside wheel. This was originally in-
vented for horse drawn carriages so the wheels would not scrub at low speeds
and disturb gravel driveways.
Figure 9: Ackerman Geometry and Turn Center
Chapter 2: Glossary of Terms
Kingpin Inclination Angle
Measured in the front view, the angle between the vertical and an axis defined by
the upper and lower ball joints.
Figure 10: Kingpin Inclination Angle
Scrub Radius
The distance formed between the contact patch centerline and the king-pin at the
ground in the front view.
Figure 11: Scrub Radius
Chapter 2: Glossary of Terms
Spring Rate
A measure of the stiffness of a spring defined as the pounds force per inch of
spring displacement.
Wheel Rate
Is the effective spring rate of the suspension when force is applied at the wheel.
This parameter is calculated from the spring rate through geometry of the sus-
pension out to the wheel.
Progressive Wheel Rate
The geometry of the suspension linking components, including the shock and
springs, used to create an increasing wheel rate (stiffness) during compression.
Body Roll
The tilt of the body relative to the suspension. This is encountered during turning
where centripetal force will cause the chassis to lean to the outside of the turn,
causing the outside suspension to compress and the inside to extend.
Roll Rate
A measurement of the chassiss stiffness during roll. Defined as foot pounds per
Contact Patch
The contact patch is the area of contact between the ground and the tire. This
parameter changes with many factors including tire pressure and wheel loads.
Chapter 2: Glossary of Terms
Ride Height
The static default position of the suspension system. Also can be termed as the
height at which the car sits with driver weight with no external forces.
Jounce Travel
Compression movement of suspension. Also can be termed as the amount of
available suspension travel in compression from ride height.
Droop Travel
Extension travel of the suspension. Also can be termed as the amount of available
suspension travel in extension from ride height.
Chapter 2: Glossary of Terms
Basic Glossary of Suspension Component Terms
Anti-Sway Bar
Also known as anti-roll bar; a torsion bar
link between left and right wheels that
transfers wheel load laterally from one side
of the car to the other. The direction of
travel is the same; if the left wheel moves
in compression in relation to the right, the
anti sway bar will cause the right wheel to
compress as well. This component is used
to increase the roll stiffness of a suspension
set-up and control body roll.
Figure12: Trailing Arm Rear and Anti-sway Bar
Outboard Assembly
The outboard assembly is the loosely defined
package of components that lie outside of the a-
arms or other linking members. Usually includ-
ing: suspension upright, steering arm, hub,
brake mount and caliper assembly, rotor, and
the wheel
Figure 13: Outboard Assembly
Tie Rod
A 2 force member used to connect steering arms to the steering system, and is
fitted with rod ends or ball joints to allow for turning and suspension motion. The
length of the tie rod controls the amount of toe in a wheel.
All figures on this page from 2007-2008 Trailing Arm Car
Chapter 2: Glossary of Terms
Upright
Mounted vertically (upright) between the upper and
lower control arms outer rod ends. The upright is the
foundation of all outboard systems: the spindle and
calipers are mounted directly to it.
Figure 14: Upright
Steering Arm
The steering arm provides the third point (defining a
plane) for linking to and controlling the outboard assem-
bly. It is the primary input of steering force to the upright
and outboard assembly.
Figure 15 : Steering Arm
and Upright
Spindle
The shaft extending from the upright about which the
wheel and hub rotate.
Figure 16: Spindle, Steering
Arm, and Upright Assembly
All figures on this page from 2007-2008 Trailing Arm Car
Chapter 2: Glossary of Terms
Hub
The component that interfaces the rotating
wheel and the stationary spindle. Wheel bear-
ings are housed by this component.
Figure 17: Positive Camber
Steering Rack
The assembly that controls the steering of the car by converting the rotational
motion of the steering wheel into linear motion of the front tie-rods. It is titled for
its rack and pinion gear design.
Figure 18: 2008-2009 Steering Rack
Figure 19: 2007-2008 Steering Rack
