Alexandru Mac Phearson Suspension

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1
Mac Phearson
Suspension

1. Overview
1.1 History
Earle S. MacPherson developed the design of the strut in 1949 partially based on designs
created by Guido Fornaca of FIAT in the mid-1920s.It is possible the MacPherson was inspired by
the suspension on the French Cottin-Desgouttes that used the same design, but with leaf springs.
Cottin-Desgouttes front suspension was in turn inspired by J. Walter Christie's 1904 design and he
was inspired by plants.
The first car to feature MacPherson struts was the 1949 Ford Vedette,and it was also adopted in the
1951 Ford Consul and later Zephyr. MacPherson originally created the design for use at all four
wheels (Mitsubishi Starion, for example), but in practice it is more commonly used for the front
suspension only, where it provides a steering pivot (kingpin) as well as a suspension mounting for
the wheel.

1.2 Design
MacPherson struts consist of a wishbone or a substantial compression link stabilized by a
secondary link which provides a bottom mounting point for the hub or axle of the wheel. This lower
arm system provides both lateral and longitudinal location of the wheel. The upper part of the hub is
rigidly fixed to the inner part of the strut proper, the outer part of which extends upwards directly to
a mounting in the body shell of the vehicle.
To be really successful, the MacPherson strut required the introduction of unibody
(or monocoque) construction, because it needs a substantial vertical space and a strong top mount,
which unibodies can provide, while benefiting them by distributing stresses. The strut will usually
carry both the coil spring on which the body is suspended and the shock absorber, which is usually
in the form of a cartridge mounted within the strut (see coilover). The strut also usually has
a steering arm built into the lower inner portion. The whole assembly is very simple and can be
preassembled into a unit; also by eliminating the upper control arm, it allows for more width in the
engine compartment, which is useful for smaller cars, particularly with transverse-mounted engines
such as most front wheel drive vehicles have. It can be further simplified, if needed, by substituting
an anti-roll bar (torsion bar) for the radius arm.For those reasons, it has become almost ubiquitous
with low cost manufacturers. Furthermore, it offers an easy method to set suspension geometry.

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1.3 How car suspensions work

Suspension Types: Front

So far, our discussions have focused on how springs and dampers function on any given
wheel. But the four wheels of a car work together in two independent systems -- the two wheels
connected by the front axle and the two wheels connected by the rear axle. That means that a car
can and usually does have a different type of suspension on the front and back. Much is determined
by whether a rigid axle binds the wheels or if the wheels are permitted to move independently. The
former arrangement is known as a dependent system, while the latter arrangement is known as
an independent system. In the following sections, we'll look at some of the common types of front
and back suspensions typically used on mainstream cars.

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Basic Mac Phearson
Strut Design

Dependent Front Suspensions

Dependent front suspensions have a rigid front axle that connects the front wheels. Basically, this
looks like a solid bar under the front of the car, kept in place by leaf springsand shock absorbers.
Common on trucks, dependent front suspensions haven't been used in mainstream cars for years.
Independent Front Suspensions
In this setup, the front wheels are allowed to move independently. TheMacPherson strut,
developed by Earle S. MacPherson of General Motors in 1947, is the most widely used front
suspension system, especially in cars of European origin.
The MacPherson strut combines a shock absorber and a coil spring into a single unit. This
provides a more compact and lighter suspension system that can be used for front-wheel drive
vehicles.

Car Suspension Parts

Chassis

The suspension of a car is actually part of the chassis, which comprises all of the imp ortant systems
located beneath the car's body.
These systems include:

The frame - structural, load-carrying component that supports the car's engine and body,
which are in turn supported by the suspension

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The suspension system - setup that supports
weight, absorbs and dampens shock and
helps maintain tire contact
The steering system - mechanism that enables the driver to guide and direct the vehicle
The tires and wheels - components that make vehicle motion possible by way of grip
and/or friction with the road

So the suspension is just one of the major systems in any vehicle.

With this big-picture overview in mind, it's time to look at the three fundamental components of any
suspension: springs, dampers and anti-sway bars.
Springs
Today's springing systems are based on one of four basic designs:

Coil springs - This is the most common type of spring and is, in essence, a heavy-duty
torsion bar coiled around an axis. Coil springs compress and expand to absorb the motion
of the wheels.

Coil springs

Leaf springs - This type of spring consists of several layers

of metal (called "leaves") bound together to act as a single
unit.Leaf springs were first used on horse-drawn carriages and
were found on most American automobiles until 1985. They are
Leaf spring
still used today on most trucks and heavy-duty vehicles.
Torsion bars - Torsion bars use the twisting properties of a
steel bar to provide coil-spring-like performance. This is how they work: One end of a bar is
anchored to the vehicle frame. The other end is attached to a wishbone, which acts like a
lever that moves perpendicular to the torsion bar. When the wheel hits a bump, vertical
motion is transferred to the wishbone and then, through the levering action, to the torsion bar.
The torsion bar then twists along its axis to provide the spring force. European carmakers
used this system extensively, as did Packard and Chrysler in the United States, through the
1950s and 1960s.

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Torsion bar

Air springs - Air springs, which consist of a cylindrical chamber of air positioned
between the wheel and the car's body, use the compressive qualities of air to absorb wheel
vibrations. The concept is actually more than a century old and could be found on horsedrawn buggies. Air springs from this era were made from air-filled, leather diaphragms,
much like a bellows; they were replaced with molded-rubber air springs in the 1930s.

Air springs

Based on where springs are located on a car -- i.e., between the wheels and the frame -- engineers
often find it convenient to talk about the sprung mass and the unsprung mass.

Springs: Sprung and Unsprung Mass

The sprung mass is the mass of the vehicle supported on the springs, while the unsprung mass is
loosely defined as the mass between the road and the suspension springs. The stiffness of the
springs affects how the sprung mass responds while the car is being driven. Loosely sprung cars,
such as luxury cars (think Lincoln Town Car), can swallow bumps and provide a super-smooth ride;
however, such a car is prone to dive and squat during braking and acceleration and tends to
experience body sway or roll during cornering. Tightly sprung cars, such as sports cars
(think Mazda Miata), are less forgiving on bumpy roads, but they minimize body motion well,
which means they can be driven aggressively, even around corners.

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6 devices, designing and implementing them on a

So, while springs by themselves seem like simple
car to balance passenger comfort with handling is a complex task. And to make matters more
complex, springs alone can't provide a perfectly smooth ride. Why? Because springs are great at
absorbing energy, but not so good atdissipating it. Other structures, known as dampers, are
required to do this.

Dampers shock absorbers :

Unless a dampening structureis present, a car spring will extend and release the energy it
absorbs from a bump at an uncontrolled rate. The spring will continue to bounce at its natural
frequency until all of the energy originally put into it is used up. A suspension built on springs alone
would make for an extremely bouncy ride and, depending on the terrain, an uncontrollable car.
Enter the shock absorber, or snubber, a device that controls unwanted spring motion through a
process known asdampening. Shock absorbers slow down and reduce the magnitude of vibratory
motions by turning the kinetic energy of suspension movement into heat energy that can be
dissipated through hydraulic fluid. To understand how this works, it's best to look inside a shock
absorber to see its structure and function.
A shock absorber is basically an oil pump placed between the frame of the car and the wheels. The
upper mount of the shock connects to the frame (i.e., the sprung weight), while the lower mount
connects to the axle, near the wheel (i.e., the unsprung weight). In a twin-tube design, one of the
most common types of shock absorbers, the upper mount is connected to a piston rod, which in turn
is connected to a piston, which in turn sits in a tube filled with hydraulic fluid. The inner tube is
known as the pressure tube, and the outer tube is known as the reserve tube. The reserve tube stores
excess hydraulic fluid.
When the car wheel encounters a bump in the road and causes the spring to coil and uncoil,
the energy of the spring is transferred to the shock absorber through the upper mount, down through
the piston rod and into the piston. Orifices perforate the piston and allow fluid to leak through as the
piston moves up and down in the pressure tube. Because the orifices are relatively tiny, only a small
amount of fluid, under great pressure, passes through. This slows down the piston, which in turn
slows down the spring.

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Shock absorbers work in two cycles -- the compression
cycle and the extension cycle. The
compression cycle occurs as the piston moves downward, compressing the hydraulic fluid in the
chamber below the piston. The extension cycle occurs as the piston moves toward the top of the
pressure tube, compressing the fluid in the chamber above the piston. A typical car or light truck
will have more resistance during its extension cycle than its compression cycle. With that in mind,
the compression cycle controls the motion of the vehicle's unsprung weight, while extension
controls the heavier, sprung weight.

All modern shock absorbers are velocity-sensitive -- the faster the suspension moves, the more
resistance the shock absorber provides. This enables shocks to adjust to road conditions and to
control all of the unwanted motions that can occur in a moving vehicle, including bounce, sway,
brake dive and acceleration squat.
Dampers: Struts and Anti-sway Bars

Common strut design

Another common dampening structure is the strut -- basically a shock absorber mounted inside a coil spring.
Struts perform two jobs: They provide a dampening function like shock absorbers, and they
provide structural support for the vehicle suspension. That means struts deliver a bit more than shock
absorbers, which don't support vehicle weight -- they only control the speed at which weight is transferred in
a car, not the weight itself.
Because shocks and struts have so much to do with the handling of a car, they can be considered critical
safety features. Worn shocks and struts can allow excessive vehicle-weight transfer from side to side and
front to back. This reduces the tire's ability to grip the road, as well as handling and brakingperformance.

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Anti-sway bars

Anti-sway Bars:
Anti-sway bars (also known as anti-roll bars) are used along with shock absorbers or struts to give a
moving automobile additional stability. An anti-sway bar is a metal rod that spans the entire axle
and effectively joins each side of the suspension together.
When the suspension at one wheel moves up and down, the anti-sway bar transfers movement to the
other wheel. This creates a more level ride and reduces vehicle sway. In particular, it combats the
roll of a car on its suspension as it corners. For this reason, almost all cars today are fitted with antisway bars as standard equipment, although if they're not, kits make it easy to install the bars at any
time.

1.4 How car steering works

Alexandru Mac Phearson Suspension

Rack-and-pinion Steering

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Rack-and-pinion steering is quickly becoming the most common type of steering on cars, small
trucks and SUVs. It is actually a pretty simple mechanism. A rack-and-pinion gearset is enclosed in
a metal tube, with each end of the rack protruding from the tube. A rod, called a tie rod, connects to
each end of the rack.
The pinion gear is attached to thesteering shaft. When you turn the steering wheel, the gear spins,
moving the rack. The tie rod at each end of the rack connects to the steering arm on
the spindle (see diagram above).
The rack-and-pinion gearset does two things:

It converts the rotational motion of the steering wheel into the linear motion needed to turn
the wheels.
It provides a gear reduction, making it easier to turn the wheels.
On most cars, it takes three to four complete revolutions of the steering wheel to make the wheels
turn from lock to lock (from far left to far right).
The steering ratio is the ratio of how far you turn the steering wheel to how far the wheels turn. For
instance, if one complete revolution (360 degrees) of the steering wheel results in the wheels of the
car turning 20 degrees, then the steering ratio is 360 divided by 20, or 18:1. A higher ratio means
that you have to turn the steering wheel more to get the wheels to turn a given distance. However,
less effort is required because of the higher gear ratio.
Generally, lighter, sportier cars have lower steering ratios than larger cars and trucks. The lower
ratio gives the steering a quicker response -- you don't have to turn the steering wheel as much to
get the wheels to turn a given distance -- which is a desirable trait in sports cars. These smaller cars
are light enough that even with the lower ratio, the effort required to turn the steering wheel is not
excessive.
Some cars have variable-ratio steering, which uses a rack-and-pinion gearset that has a different
tooth pitch (number of teeth per inch) in the center than it has on the outside. This makes the car
respond quickly when starting a turn (the rack is near the center), and also reduces effort near the
wheel's turning limits.
Power Rack-and-pinion
When the rack-and-pinion is in a power-steering system, the rack has a slightly different design.

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Part of the rack contains a cylinder with a piston in the middle. The piston is connected to the rack.
There are two fluid ports, one on either side of the piston. Supplying higher-pressure fluid to one
side of the piston forces the piston to move, which in turn moves the rack, providing the power
assist.

1.5 Advantages and disadvantages

Although it is a popular choice, due to its simplicity and low manufacturing cost, the design
has a few disadvantages in the quality of ride and the handling of the car. Geometric analysis shows
it cannot allow vertical movement of the wheel without some degree of either camber angle change,
sideways movement, or both. It is not generally considered to give as good handling as a double
wishbone suspension, because it allows the engineers less freedom to choose camber change and
roll center.
Another drawback is that it tends to transmit noise and vibration from the road directly into
the body shell, giving higher noise levels and a "harsh" feeling to the ride compared with double
wishbones ,requiring manufacturers to add extra noise reduction or cancellation and isolation
mechanisms.
Despite these drawbacks, the MacPherson strut setup is still used on high performance cars
such as the Porsche 911, several Mercedes-Benz models and lower BMWs models (including the
new Mini but excluding the 2007 X5, 2009 7-series, 2011 5-series and 5-series GT).
The Porsche 911 up until the 1989 model year (964) use MacPherson strut designs that do
not have coil springs, using a torsion bar suspension instead.

2. Geometrical predimension of the mechanism

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3.Graphical determination of the motion law

3.1 ENCARTEMENT CHANGE

Wheel
Change

Total
Change

289.3

-12,80

-25,60

302.2

-3,50

-7,00

1
Encartament
Displaceme
nt2
20,00
Displaceme
nt1
10,00
Initial point
Displaceme
nt3
Displaceme
nt4

Encartament
Change

2020,00

1,00

305.9

-10,00

300.3

-5,40

-10,80

-20,00

285.6

-16,20

-32,40

1994,
40
2013,
00
2020,
00
2009,
20
1987,
60

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Encartament Change
2050.00
2030.00
2010.00
1990.00
1970.00
1950.00

-20.00 -15.00 -10.00

1930.00
-5.00
0.00

3.2VERTICAL DISPLACEMENT

Wheel
Displace
ment
Displaceme
nt2
Displaceme
nt1
Fix
Displaceme
nt3
Displaceme
nt4

20,00

104,96

10,00
1,00

53,20
0,00

-10,00

53,04

-20,00

104,32

5.00

10.00

15.00

20.00

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Vertical Displacement
8.00
7.00
6.00
5.00
4.00
3.00
2.00
1.00
0.00
-25.00-20.00-15.00-10.00 -5.00 0.00

3.3 ANGLE CHANGE

5.00 10.00 15.00 20.00 25.00

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Angle Change
Displacem
ent2
Displacem
ent1
Initial point
Displacem
ent3
Displacem
ent4

20,00

7,30

10,00
1,00

4,43
4,00

-10,00

5,13

-20,00

7,16

Angle Change
8.00
7.00
6.00
5.00
4.00
3.00
2.00
1.00
0.00
-25.00-20.00-15.00-10.00 -5.00 0.00

5.00 10.00 15.00 20.00 25.00

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5. Numerical calculus

Date initiale:
Ecartament - E=2020 mm
Raza rotii 252 mm
Unghi de cadere 0 = 40
Lungime fuzeta 130 mm
Lungime brat inferior 306 mm
Unghi de inclinare pivot 0 = 20
Unghi de fuga 0 = 100
Unghi initial de inclinare al bratului inferior 0 =10

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Mecanismul de ghidare din figura 5.53,c este caracterizat in pozitia initiala de 19 parametrii geometrici,dintre care 8 lungimi:

N=N

=M0M,(l2)0=MNla1=00,m=MA,n=Ma0,p=A0T,r=TK,a=AC,l=CE

si 11 unghiuri : 0,0,0,0,0,01,U5x,U5y,U5z
Pentru mecanismul de suspensie propriu-zis se face abstractie de la parghiile AC si CE,adica de
parametrii m,a,0,l si cosinusii U5x,U5y,U5z, parametrii de definire reducandu-se la 12.
Semnificatia acestora este ilustrata in figurile urmatoare:

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Din punct de vedere cinematic la deplasarea automobilului,modificarea pozitiei mecanismului

de ghidare duce in caz general la :

Modificarea unghiurilor de pozitie ale pivotului rotii :

fig.5.36
0

=-0

=-0

Modificarea unghiurilor de pozitie ale fuzetei rotii(figura 5.36):

Alexandru Mac Phearson Suspension

=-0

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=-0

Modificarea ecartamentului(distanta dintre roti) automobilului si a ampatamentului (distanta

dintre punti):

E=E-E0 si L=L-L0

Modificarea directiei de mers a automobilului prin rotatia rotii in jurul axului pivotului cu
unghiul a=a-0 , fenomen cunoscut sub denumirea de bracare indusa,adica r= a=a-0

In mecanismul de suspensie propriu-zis se sesizeaza doar modificarile ,, si ,E si L

La variantele plane = , =a, =0 si L=0
Obiectivul analizei cinematice este stabilirea functiilor care exprima modificarile indicate mai
sus.Se considera parametru independent unghiul 1 de rotatie a parghiei 1 a mecanismului.
Pozitia initiala a mecanismului se considera corespunzatoare autoturismului static la sarcina
nominala.

Sin = 0,1736
Cos = 0,985
=arctg(tg cos)
=1,970
cos = 0,994
sin = 0,3437
cos = 0,998
sin = 0,017

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[ ][ ]
U 2x
0,1734
=
U2y
0,03437
U2z
0,984

01=03 = 00
01=03 = 00

[ ][ ]
U 1x
0
U 1 y = 0,9993
U1z
0,017

= 3,9980
Cos =0,997
Sin =0,0697 , =20

[ ][ ]
Upx
0
=
Upy
0,997
Upz
0,0697

[ ][ ]
Urx
0,014
=
Ury
0,07
Urz
0,997

Marimea de inchidere a conturului M0MN0M0

l1=306mm

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l2=500mm
l4=576mm

l1=306mm
l2=500mm

[ ] [ ]
XN 0
0
=306
YN 0
0,9993
ZN 0
0,017

+ 500

[ ] [ ]
0,1734
0,03437
0,97

l4 = 570 mm

[ ][ ]
u4 x
0,1536
u 4 y = 0,5
u4 z
0,84

Unghiurile de pozitie ale pivotului sunt date de:

= arctg 0,1762
= 9,9920

85
288,60
479

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Alexandru Mac Phearson Suspension

Pentru mecanismul de ghidare cu conturul M0MN21

0N plan si dispus in planul transversal al
automobilului avand particularizarile
01= 01 = 00 rezulta aproximativ egal cu 0
Relatia este verificata deoarece 0=100 si =9,9920
Unghiul este dat de:

in care:

0=100

01

A
[mm]

00

10

100

10

0,99
98
0,98
76

200

10

0,94
55

-100

10

-200

10

0,98
16
0,93
35

B
[mm]

[mm
]
0,017 0,06 1,960
4
0,06 -0,90
0,156
4
0,06 -0,450
0,325
5
0,190 0,06
40
8
0,358 0,06
80
3

20

l1
l2
l4
[mm [mm [mm
]
]
]
306 500 570

10

306

500

570

-0,460

306

500

570

4,010

306

500

570

8,010

306

500

570

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l1=306 mm (lungime brat inferior)

n=125 mm (distanta MA0)
p=130 mm (lungimea fuzetei)
r=252 mm (raza rotii)
0=40

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Alexandru Mac Phearson Suspension

Pentru calculul bracarii induse se vor folosi:

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AC-80 mm
MA-250 mm

01

=0
5,90

-200

80

20

9,90

-100

40

20 1,820 5,82
0

00
100

1,960 20
-0,9 20

200 -0,450 20

00
-10

40
30

1,54
0
2,460

=0
5,90

E
E
a
[mm] [mm
]
2003 -17 81.5
5
1,82 2010 -10 85.4
0
2
00
2020
0
90
0
-1
2012 -7,3 95,1
,7
5
2008 -12 98,7
2,46
8
0

a-0

8,45
4,58
0
-5,15
-8,78

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6.Optimization of the camber angle

Camber angle is the angle made by the wheels of a vehicle; specifically, it is the angle
between the vertical axis of the wheels used for steering and the vertical axis of the vehicle when
viewed from the front or rear. It is used in the design of steering and suspension. If the top of the
wheel is farther out than the bottom (that is, away from the axle), it is called positive camber; if the
bottom of the wheel is farther out than the top, it is called negative camber.
Camber angle alters the handling qualities of a particular suspension design; in particular,
negative camber improves grip when cornering. This is because it places the tire at a better angle to
the road, transmitting the forces through the vertical plane of the tire rather than through
a shear force across it. Another reason for negative camber is that a rubber tire tends to roll on itself
while cornering. The inside edge of the contact patch would begin to lift off of the ground if the tire
had zero camber, reducing the area of the contact patch. This effect is compensated for by applying
negative camber, maximizing the contact patch area. Note that this is only true for the outside tire
during the turn; the inside tire would benefit most from positive camber.
On the other hand, for maximum straight-line acceleration, the greatest traction will be
attained when the camber angle is zero and the tread is flat on the road. Proper management of
camber angle is a major factor in suspension design, and must incorporate not only idealized
geometric models, but also real-life behavior of the components; flex, distortion, elasticity, etc.
What was once an art has now become much more scientific with the use of computers, which can
optimize all of the variables mathematically instead of relying on the designer's intuitive feel and
experience. As a result, the handling of even low-priced automobiles has improved dramatically in
recent years.
In cars with double wishbone suspensions, camber angle may be fixed or adjustable, but
in MacPherson strut suspensions, it is normally fixed. The elimination of an available camber
adjustment may reduce maintenance requirements, but if the car is lowered by use of
shortened springs, the camber angle will change. Excessive camber angle can lead to increased tire
wear and impaired handling. Significant suspension modifications may correspondingly require that
the upper control arm or strut mounting points be altered to allow for some inward or outward
movement, relative to longitudinal centerline of the vehicle, for camber adjustment. Aftermarket
plates with slots for strut mounts instead of just holes are available for most of the commonly
modified models of cars.
Off-road vehicles such as agricultural tractors generally use positive camber. In such
vehicles, the positive camber angle helps to achieve a lower steering effort. Also, some singleengined general aviation aircraft that are primarily meant to operate from unimproved surfaces,
such as bush planesand cropdusters, have their taildragger gear's main wheels equipped with

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25 deflection of the landing gear, as the aircraft

positive-cambered main wheels to better handle the
settles on rough, unpaved airstrips.

7.Justifying Memorial
Servicing MacPhearson Struts
A Mac Phearson strut consists of a piston connected to a rod in a tube of oil.A series of
valves control the oil flow to control the pitching and rebound in the suspension system.A hydraulic
dampening system is subject to foaming due to heat helping air to mix with the oil in the
tube.Foamed oil reduces the dampening capacity and results in loss of ride control.Foaming si
suppressed by pressurizing compression and extension rates of the strut.Manipulating this ratio
allows the strut to easily absorb bumps without reducing rebound recoil resulting in a smoother ride
with high speed stability.Vehicle with electronic ride control manipulate the ratio electronically to
adapt to the performance level needed.When systems wear out,there is a loss of ride and stability
control.
SUSPENSION GEOMETRY
The MacPherson strut plays an important role in modern suspension geometry.It allows the lower
control arm to swing with a bigger arc without affecting the tire to maintain better contact with the
road even under extreme conditions.In most applications,the for-and-aft position of the lower
control arm is maintained by connecting a radius rod from the control arm to the frame.In other
more complex applications,the strut suspension might combine the features of botg the MacPherson
strut and Short-Long Arm(SLA) suspension systems to make the system more durable.
STEERING GEOMETRY
The MacPgerson strut also defines modern steering geometry.The tilt of the strut is a part of the SAI
and caster angle.SAI establishes camber angle during turns and also helps the steering wheel to
return to center.Positive caster angle,which is equivalent to the backward tilt of the steering fork in a
bbicycle reduces steering wander and helps establish the camber angle and toe-out of the front
wheels duing turn.
STRUT GEOMETRY ANALYSIS
When diagnosing a steering or tire wear issue,it is important to chek the front suspension for bent or
broken parts.The strut can bend near the steering knuckle connection point or the piston rod itself
can be bent.Either condition will cause the camber angle,steering axis inclination and,perhaps,the
steering radius or Ackerman Effect to change on that wheel.Checking wheel alignment can help

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diagnose suspension damage.For example,if the drivers-side
suspension is well within specification
and the passengers side might have suffered collision damage.In general,if the camber angle is out
of specification and cant be adjusted,its entirely possible that the steering knuckle,as well as the
strut,is bent.

STRUT WEAR POINTS

The most important part of any steering and suspension inspection is starting the engine and driving
the vehicle into the service bay.When the engine is started,the steering wheel should remain steady
and the power steering should smoothly turn from lock-to-lock and return to center as the vehicle
accelerates.If the steering turns slightly as the engine is started,the vehicle might have a defective
steering gear.If the steering wheel doesnt return to center,make it a point to inspect the strut support
bearings furing a strut replacement.The next step in the inspection is to perform a conventional
rebound test.In this test,the front of the vehicle should be bounced by either placing a knee on the
front bumper or carefully placing your hands on the front core support or other substantial part of
the front bofy clip.The suspension should dampen on the first rebound.Sprinds on luxury vehicles
are generally noticeably softer.If squeaks or knocking sounds accompany the rebound locate those
noises by using a mechanics stethoscope or by placing your fingers on suspension pivot points
while a partner bounces the suspension.If a suspension rattle occurs at low speed on uneven
surfaces,the struts piston rod bushing or an inner tie rod end might be worn.In some cases,strut rod
and other wear can be detected with the suspension unloaded and at full extension.While youre at
it,check the piston rod seal for oil leakage.While somedry seepage is normal,the appearance of
raw oil around the seal indicates severe leakage.Last,check the suspension height.If the vehicle isnt
level or at the specified height,check for an under-inflated tire or incorrect tire size,sagging spring
or a strut assembly that has either lost its gas charge or is sticking due to mechanical failure such as
a piston becoming detached from the piston rod.
STRUT REPLACEMENT
Replacing struts should only be done by professionals unless a loaded strut is being
installed.Strut replacement allows the rest of the suspension system to be inspected in an unloaded
state.The inner tie rod end connected to the steering rack should demonstrate preload.At the very
least,an inner tie rod end shouldnt rattle when tugged back and forth.In most cases,outer tie rod
ends are preloaded and should be compressed with a pair of water pump pliers to detect excessive
wear or inspected during a drysteering test with a partnes turning the steering weheel.While doing
this,check the steering rack boots for oil leakage or ballooning.As for suspension wear,rememnber
that the lower joint is a follower joint that is preloaded to maintain precise toe angle alignment.If
the strut is removed,inspect the lower control arm and radius rod bushings for looseness.While the
lower ball joint and lower control arm and radius rod mounts have only a very slight effect on caster
and camber angles,they have a major effect on the toe angle if they allow the wheels to follow ruts
in the road.Wear at any lower,unloaded control arm mounting point will cause steering wander and
excess tire wear.Since the upper strut bearing supports the weight og the vehicle,it should be
replaced if not in excellent condition.Strut rebound pads and boots should also be replaced to
increase the life of the strut.On a different note,some aftermarket manufactures are supplying
replacement struts as complete assemblies ,including a new springs and accessory components.In
the short term,these assemblies might be more expensive,but are much less labor-intensive to

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install.In the long term,they will likely be more 27

profitable and provide better customer satisfaction
by addressing most of the issues associated with the servicing worn MacPherson struts.

BIBLIOGRAPHY

UNIVERSITATEA DIN BRASOV , Catedra de organisme si organe de masini :

Mecanisme vol.1 Analiza Petre Alexandru,Ion Visa,Serban Bobancu ( 1982 ; Brasov)

Optimizarea Mecanismelor pentru supendarea si rularea rotilor autovehiculelor,Brasov, Walter W. Thierheimer,Nicolae Tane,Nicolae Turea,Aurelian Cojocaru,Diana Thierheimer
Studiul corelarii suspensei cu directia la autoturisme de oras.Referat doctorat nr.1
Universitatea Transivania Brasov 1993,Brasov Walter Thierheimer
www.wikipedia.org
Colectia de reviste Stiinta si tehnica 1990

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SUMMARY

1.Overview...........................................................................................................................................1
1.1 History...................................................................................................................................1
1.2 Design....................................................................................................................................1
1.3 How car suspension work......................................................................................................2
1.4 How car steering works.........................................................................................................7
1.5Advantages and disavantages................................................................................................9
2. Geometrical predimension of the mechanism..................................................................................9
3.Graphical determination of the motion law.....................................................................................10
3.1 Encartament change..........................................................................................................10

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3.2 Vertical displacement.......................................................................................................11

3.3 Angle change....................................................................................................................12

5. Numerical calculus.........................................................................................................................13
6.Optimization of the camber angle...................................................................................................21
7. Justifying memorial.......................................................................................................................22