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it is very interesting to experience the differences! the5/ 6 link doesn't squat as much on take off but this also depends on where you connect your forward links in relation to mounting points on carriers.that statement in the above post is sort of like anti squat http://www.hotrod.com/articles/ctrp-0406-antisquat-explained/ here is a decent article that explains this better than i can but this doesn't just apply to 3 link. 3 link independent
I'll just add this. Trailing/semi trailing arms are tough and are predominantly the rear suspension of choice for the vast majority of cars out there. Why is that? IMO,it is because many/most builders just go with the flow and build whatever is the current best/most accepted practice. Does that make it the best? NO,but resale value seems to definitely favor trailing/semi trailing setups. Now ,with that said,I feel that a arm rear suspensions are superior to all other types in terms of toughness,suspension geometry accuracy and maintaining that accuracy throughout the wheels vertical travel. Having a predictable camber curve that enhances handling and the natural resistance to chassis roll in a corner without a sway bar is a definite plus. Is there a negative to a arms? Yes,just as with all other types of rear suspension other than true trailing arms , the tire/wheel will move laterally throughout the vertical travel that tends to push the rear of car left or right when landing off camber . I have no issue with this personally. The other negative of a arms is that the vertical travel is limited to less than what can be had with semi trailing arms and trailing arms to a lesser degreeHonestly,I feel 3/4/5/6 link suspensions are suited only to light weight or small cars where they work fine. Where semi trailing/trailing or a arms come into play are for bigger heavier cars or for the small lightweight car where the owner wishes the benefits of the a arms superior handling. Now to comment on trailing arm/semi trailing arms in general. They both have a reputation for their raw strength and ease of designing. Wellllll, I think we have all seen ta/semi ta cars with a lot of negative camber or one side having it and the other not. How can that be if they are so tough? The truth is that a ta/semi ta arm has to be well designed of it is just a limp noodle.I always hear that ta/semi ta arms are lighter than dual arm suspensions. BS,not if both are well designed. The one true negative to a arms is the cost of all those heims!. The absolute benefit of a arms is their massive adjustability , raw strength and lack of body roll. In case no one can tell,I'm an a arm believer.
Brian,you know I respect your knowlwdge of all these styles of rear suspensions but I have to disagree with you on any anti squat properties with ANY independent rear suspension. There can be no anti squat benefit due to the fact there is no reaction from the application of power into the chassis. It just is not there.To have anti squat there has to be rotation of the rear end housing in relation to the chassis. We don't have that with any of the independent rear suspension styles due to the fact the center section is solid mounted and does not allow any rotation to be input into the chassis suspension mounting points.
http://www.hotrod.com/articles/ctrp-0406-antisquat-explained/ That article is correct and it also does not apply to our cars. If you will notice the car in the article has a rear end with axle tubes like all cars without independent rear suspensions have.The rear suspensionn attachment is to the axle tube and the chassis. The attachment to an axle tube is the critical difference that makes antisquat happen . It is that axle tube that allows a reaction to acceleration to happen. With independent rear suspensions the is no axle tube and therefore no reaction to the chassis can occur. Anti squat is simply not available with independent rear suspension. That is not to say that where links are mounted will not have a dramatic effect on how a car reacts to acceleration but there will be no anti squat reaction available.
nope no one can tell lol i agree !! you said The other negative of a arms is that the vertical travel is limited to less than what can be had with semi trailing arms and trailing arms to a lesser degree......can you expand on that? i ask as it has always been my opinion that a dual pivot trailing arm requires huge amounts of axle plunge that can limit it's vertical travel not to mention they move the wheel forward and back during there swing increasing and decreasing wheel base but the axle plunge ,imo is more limiting of vertical travel but now this all depends on the builder and there skills as well as choice of product (manufacturer). a stock style vw tailing arm swings in two directions. again i have no real experience with trailing arms though so i really don't know.
thank you.....you can put whatever term to it that best fits but based on my personal experiences with locating the forward links in diff vertical positions on the same vertical plane i can feel the differences in the the way the rear end hooks in the dirt. i call it anti squat. it is more likely the way in which the load from the wheels drives/loads/pushes the chassis in a forward momentum however with dual a arm rear end seem want to lift the nose of the rail much more transferring weight in a diff way.It is,as you said above,due to mounting locations but,it is not due to antisquat.
Your experience is absolutely correct but you truly need to ditch using the term antisquat to describe what you are feeling since antisquat,by definition, is definitely not occurring. It is impossible for antisquat to occur with independent rear suspensions.
i have seen that article and i understand it. like i said i have personally experienced similar effects by locating the forward/lateral links in diff positions above the horizontal plane on the same vertical line in relation to the location at the carriers.
def a huge heat reduction there!!the part that has always concerned me about trailing arms and at the same time amazed me is that there is very little inward support. from a hard cornering or sudden side impact from say a mound of sand or trees lol in my case. the amazing part is the larger/heavier higher hp rails use them and they seem to last. although i have seen a few rails (personally seen) that have ripped them off the chassis's or broke the trailing arms. again though manufacture and choice of product/materials.