From the June 2017 issue

How, you may wonder, do dynamics engineers determine what kind of hardware to use in a suspension" Here?s the short version: Other people tell them. Engineers must work within the constraints of the basic suspension arrangement dictated by packaging requirements, budget, and the vehicle architecture. But there?s plenty of tweaking to be done: After collecting benchmark data from the kinematics-and-compliance machine, engineers define a set of K&C targets for their car. They then collaborate with suspension designers to create front and rear geometries that mimic those attributes, altering mounting points, bushing stiffness, link and arm design, and other variables. Here are the five most common suspension configurations found in today?s vehicles:
Using the axle housing to locate the wheels is as durable as the idea itself, which is why this ox-cart technology persists in off-roaders, pickups, and commercial vehicles. The obvious flaw: a bump at one wheel also excites the opposite wheel. When a solid axle connects two driven wheels?also known as a ?live axle??the axle shafts, differential, and housing all contribute to unsprung weight, affecting ride quality and aggravating axle hop under acceleration and braking, particularly in high-torque vehicles.

A pair of lateral arms, sometimes called double wishbones or A-arms, offers better control over the kinematics than a strut-type arrangement. Among the benefits: an upper arm that?s shorte...