wrapdump saying ignorant things like that makes me think you’re probably a sexist, homophobic, privileged white male!!! As a trans gender, trans race person I can tell you I’m oppressed in this backwards county!
It really is just a very showy way of saying “robotized manual”. You 6 speed manual has clutches for each gear too called synchros and so do torque converted automatics (different designs apply). This is an slightly oversimplified internet comment that uses some term more loosely. Don’t flip.
Works like a normal dual clutch gearbox, but with a clutch for each gear from 4th to 9th (included one for first-second-third) so that it doesn't need syncros because all gears are already synchronised but non engaged. Plus having the flywheel on the gearbox instead of the crank, the engine can rev instantly to the gear selected, switching from any gear to any gear without waiting for the engine to sync to the gear and the gear to sync to the driveshaft
I work for Tenneco and it is so cool to see the technology being explained in such a simple manner, Great Job! I can finally show my parents what I work on without having to explain it and failing at it....😂
And then imagine Citroën had a system like this in early 90's on their Xantia Active. To this day that car has the Moose test record at 85 km/h, beating the McLaren 675 LT.
@@tcroft2165 What computer and what sensors? There wasn't anything about sensors in this video. It's just 3 settings. 1st gen Citroen C5 also had a 'sport' button for stiffening the suspension, so it's no rocket science. The thing is, Citroen doesn't use this system anymore, after having used it for many years. Why? Apparently, it's not about cost but about interior space. Those accumulators and fluid lines took up a lot of space.
Finally a successor for the Xantia Activa. Hidroneumatic suspensions are great! Please make a video about Citroen suspensions and how they were integrated with the brakes and steering. Citroen already had self centering variable power steering back in the 70’s and used the high pressure hydraulics to power the brakes. Amazing, safe, comfortable cars. Decades ahead of its time, but unfortunately not well understood (specially by mechanics) and under appreciated. Good to see someone taking forward, and hope more brands do the same.
I was able to drive the McLaren 720S on the Indianapolis Motor Speedway last week and will tell you that the way the suspension, tires, and aero all come together is a very magical thing. Very nice video Jason.
I enjoy your videos, great explanations as usual. For a long time I thought a simpler version of this, corner to corner only, would be great for an off-road or rock crawling vehicle where you want lots of articulation but no roll(ing). It's interesting to hear it's been around for over 1/2 century.
This system was used in the front of the MP4-12C or one of the earlier McLaren models. Brilliant system. I'm not sure if Mr. Jason mentioned it but I would think the small additional control valves and the small amount of extra tubing are lighter than the two large anti-roll bars and all of their connectors. This high tech is multi-functional levels above the old "bars". It would be an interesting video of how McLaren uses modern engine timing to get their cars from idle to the 8,500 rpm redline. Very good video.
Great video man! I did a research project on the PCC system for my Machine Hydraulics class last year. This design is basically a mechanical magic carpet. Awesome stuff!
McLaren obviously seems 'to lack' capability and connections to related industries to provide us with an up to date, fully digital at the wheel, electronically controlled and electrically actuated solution now. No problem, what we see seems more or less in part the good old hydropneumatic, analog solution. And it seems to function quite well, and maybe provide as well possibilities to become more digitally supported in some future. 'But' very likely this system is not too good for being integrated into a fully radar-controlled, GPS supported drive by wire system of the future, foreseing the bumps ahead of the car, etc.. But maybe we are wrong.
I think that when accelerating or braking really hard, having front and rear axle connected also helps with keeping traction on all 4 wheels as high pressure zones from the front push on low pressure zones in the back
Tried watching this video before and didn’t understand a thing,. I just space out really quickly on most of your videos. However, I got my 720s yesterday and re-watching this video now I’m amazed at the complexity of the engineering (I’m a mech. Eng. which makes me even more interested) and I’m even happier with what I bought. Now I feel like I want to keep this car forever! (Unless one day I can get my hands on the Speedtail or Valkyrie)
Hey, J, had a couple questions. 1. Doesn't changing the mode (T, N, S) affect how much anti-roll the suspension would grant, because of those needle valves? Would it be worse in track mode, I don't think that is desirable. 2. Does the warp situation, where the fluid flow through the length of the car, have extra valves to control it on the end of the longer tube? Great video as always. Big fan of the channel.
Rivian electric trucks are using this type of suspension system according to Motor Trend. They didn’t really do a good job explaining how that worked, so I came here for some education. Thanks for putting this together.
I'm going to have to try to design one of these systems for custom tube-frame car I'm drawing up. Really wouldn't be that hard to do- the pressure accumulators can be made fairly easily, with an external air valve for pressure adjustments.
Would it be possible for you to cover trophy truck suspension? I know you really cover only regular consumer/exotic cars, but they way you explain it would be a great video I am sure. thanks!
Agreed, they have tons of suspension travel but always seem to sit fairly low relative to the amount of wheel travel they have. To me, it seems like the first half of the spring is super soft, then stiffens for the second half of travel. When they go off jumps, the wheels drop 15+ inches but don't look like monster trucks when sitting still. I would love an explained video too please
Great video. You should consider doing offroad shock tuning, such as an external bypass shock, or at they very least, the Fox interior bypass shocks that come on my Raptor.
Go with me here: 3:55 doing hard left, momentum wants to roll car to the right. This force mashes "downward" against right piston pushing "red" fluid under the left piston - pushing "upward" on the left piston. Wait - if the right side of vehicle is pushing downward, and you push the left side upward, aren't you _increasing_ the rightward roll with the force to the left?! If something is tipping to the right, you don't lift the left! What did I get wrong here?! Thanks for returning to the board. This is where you shine. This is why I subbed.
The tricky or lets say clever part of the system, will be the setup of high pressure space to low pressure space within the cylinders as well as the accumulator itself. Because if the body & wheel motion allows the fluid run from compression to expansion side of the cylinder, a part of the fluid needs to run into the accumulator, because of less space within the expanding cylinder. The accumulator then will work as an additional spring which will help to reduce the body motion. The accumulator also helps to reduce the kavitation within the system. The different valves for the compression and expansion part of the cylinder will work like compression and rebound damping in conventional dampers. So the really worthful part of this decoupled system is that you can have different sring and damping rates for each body motion mode (heave, pitch , roll, warp).
This system is commonly used on cone crushers. Which are found in nearly every rock quarry in the world. The problem with this type of system is what you would imagine. Leaks and temperature greatly effect the systems performance. Also it would get very expensive taking the car to McLaren for leaking and accumulator adjustments because every couple years you need to set the bag pressure in the accumulator. Overall it's a very useful system but maintenance is way higher than a torsion bar.
Awesome explanation of an awesome suspension system. This one video made me subscribe. Perhaps you can do a follow up on the (Cambridge PhD) software system that controls this suspension next?
Great explanation of a fantastic suspension! It could have used some numbers or relative stiffness of each wheel in each situation, to give a somewhat quantitative view of the behavior.
Nice and clever system, however, during rides in very uneven roads (such as the ones in Brazil), the irregularities of the pavement push for warp / heave responses in frequencies that interact with the rolling response of the suspension, reducing its effectiveness. In such a situation, it is hard to beat the conventional anti-roll bars of the latest, state-of-art Ferraris. Maybe, for those markets, it would be necessary a smarter restrictor to block heave and warp at some frequencies to improve the rolling stiffness of the suspension. It would end up reducing comfort, but can improve cornering (maybe a 4th mode selected by the driver: race mode in uneven pavements...). Very good video. Congrats!
Superb vid with just enough information to understand the operation of a clever and relatively simple principle. Now it's up to the customer to determine whether this extra technology is worth the $. If I were in the market for I this type of vehicle I think that I would just pay up. This is a significant move on from Porsche, Ferrari and Lambo and does make a real world difference and may be the deal maker.
It's the shaft's displacement that actually forces fluids into the reservoir. And those flow restrictors are actually called base-valves. Also surprised that they don't use a twin tube layout. It helps a lot with cavitation and keeps the pressures equal on both sides of the mid-valve piston. Also gives more damping control with the base-valves. It also would've been cool if you would've explained shaft speed and high speed compression/rebound damping. I'm sure those mid-valve pistons would have some shims for the HSC and LSC!
First of all this is a wonderfull complexityfest to marvel about. But what I wondered the entire video was how this system compares in space, weight and performance to an active anti roll bar system. It seems like a lot of fluids and a lot of valves which need to be controlled, actuated and measured at all times.
Good explanation. I remember the rally version had the control valves front to rear (a 4 line box in the middle of the car) and the lines crossed over front to rear rather than side to side. There was no side to side flow, so if the front left was compressing, the flow would then push on the rear right. Now I'm wondering how much extra this system you explained here would have with front to rear flow control valves as well as side to side.
I've seen a lot of comments questioning how restricting the fluid flow would generate greater total system stiffness. I'd like to take a stab at an answer (and get brutally corrected I'm sure). I think the key here is to remember the system also uses a set of accumulators and flexible membranes in combination with the flow restrictors. The flow restrictors generate the proper amount of stiffness on the top side of the dampener that is being compressed during a hard turn while the accumulators and flexible membranes help transfer additional fluid and reactive pressure to the lower side of the dampener that is extending during that hard turn. The gas in the accumulators acts like a pressure ballast that can reactively release the built-up gas pressure to the lower side of the dampener that is extending during that hard turn. The flexible membrane aids in this ballast effect while also acting as a pressure multiplier to the small amount of fluid being evacuated from the compressed dampener. If you think about it, you need higher pressure in the top portion of one dampener and higher pressure in the lower portion of the other. You do not necessarily need fluid to transfer to achieve the desired higher pressures. You just need to be able to increase the total pressure in the system. So they designed a system that is able to build and transfer pressures with very little actual fluid movement. The small amount of fluid from the top of the compressed dampener is displaced into the accumulator thereby compressing the accumulated gas within as well as "ballooning" the flexible membrane which as a result increases the overall pressure in the system. This greater pressure in the system thus naturally engages the lower portion of the other extending dampener through that hard turn. I welcome constructive replies letting me know how I'm incorrect so we can all learn together.
I tested once to link my throttle and brake pedals (in simracing, not real...) that were modded to use airspring, i cross linked the two pedals together: pressing throttle made brake pedal stiffer and vice versa. Was a hoot to drive FWD cars, applying both at the same time the transition between throttle and braking gave amazing feel and control. But it only worked for FWD, you are not that much dancing on that particular edge with 4WD and RWD.
I was wondering, if they've already engineered the plumbing for anti-roll, would it make sense to have implemented some sort of flow direction for the anti-dive/squat as well? I understand that the valves currently control the rate of dive/squat, but could diverting the pressure from frontback also work? I imagine the hydraulics are crazy complex as it is, so I don't how much the additional lines could affect performance.
I remember watching a science documentary a few years ago that mentioned a prototype suspension system for military vehicles where each suspension cylinder was filled with a magnetic ferrofluid that changes viscosity based on an electromagnetic field. Basically what they did was put computer controlled electromagnets by the orifices in the piston head to control the rate the fluid moved to the other side. Basically this adjusts the resistance of each individual shock absorber resulting in a much smoother ride compared to a traditional suspension system
Thanks for this amazing and very informative video, i have a question. Isnt this suspension uses same logic with 12C suspension? What are the differences with this and 12C?
Hey Jason nice heave and warpe and squat and five hand and arm dance you''ve got going on there in this video. But on envoronments like NYC would the conformt shine thru with this suspension system.
A couple of things. 1. Do the pistons in the dampers allow fluid to pass through damping valves in them, like normal dampers, or are they sealed with no flow through them (in which case, where is the damping taken care of)? 2. Surely the needle valves open up for sport mode and close down for comfort mode. Greater flow between dampers on opposite sides must surely increase anti roll behaviour, not decrease it?
Great video! Have a question: Should it not be that the more open the restrictors, the _stiffer_ the car gets? For example, in the other extreme, where the restrictors are totally closed off, then you have essentially a conventional car with no anti-roll bar. Body roll like a 4x4 from the 70s. The more open those restrictors, the stronger the cross linking effect. Essentially like having a stiff anti roll bar. WDYT? Have I misunderstood?
ANd the MGT mid engine sports car had a similar system made by Dunlop. And also the MG Metro. Although the system only went front to back not across the vehicle.
hi. can you do a big bore kit episode? I wanna know advantages and disadvantages. In cars ıts a small percentage but in motorcycles its like more than double your displacement.
The Return On Investment generated by your whiteboard and pens must be absolutely spectacular.
Great video, as always.
wrapdump
saying ignorant things like that makes me think you’re probably a sexist, homophobic, privileged white male!!! As a trans gender, trans race person I can tell you I’m oppressed in this backwards county!
And they say satire is dead
@@4gegtyreeyuyeddffvyt r/whoosh
LLA
@@MrComputerCoder the whoosh is on you, don't take CZcams comments so serious.
Your next mission should be to explain the Koenigsegg Jesko 9 speed, 7 clutch gearbox
It's very hard because Koenigsegg Jesko just a show car, but still waiting for it to be produced only 125 units.
It really is just a very showy way of saying “robotized manual”. You 6 speed manual has clutches for each gear too called synchros and so do torque converted automatics (different designs apply).
This is an slightly oversimplified internet comment that uses some term more loosely. Don’t flip.
did they explain why they switched back to a transmission? after regera‘s direct drive, i thought that‘s where it‘s at in the future.
Works like a normal dual clutch gearbox, but with a clutch for each gear from 4th to 9th (included one for first-second-third) so that it doesn't need syncros because all gears are already synchronised but non engaged. Plus having the flywheel on the gearbox instead of the crank, the engine can rev instantly to the gear selected, switching from any gear to any gear without waiting for the engine to sync to the gear and the gear to sync to the driveshaft
I was about to ask that too
*Anti-roll bar has left the chat*
I work for Tenneco and it is so cool to see the technology being explained in such a simple manner, Great Job!
I can finally show my parents what I work on without having to explain it and failing at it....😂
And then imagine Citroën had a system like this in early 90's on their Xantia Active. To this day that car has the Moose test record at 85 km/h, beating the McLaren 675 LT.
Citroën suspension was so far ahead of its time. It even allowed to car to drive on 3 wheels.
DellChannel21 - Moose test?
I liked the Bose Lexus suspension.
T Croft - oh right... don’t drive into the ditch for deer but *_definitely_* do it for a moose.
@@tcroft2165 What computer and what sensors? There wasn't anything about sensors in this video. It's just 3 settings. 1st gen Citroen C5 also had a 'sport' button for stiffening the suspension, so it's no rocket science.
The thing is, Citroen doesn't use this system anymore, after having used it for many years. Why? Apparently, it's not about cost but about interior space. Those accumulators and fluid lines took up a lot of space.
Finally a successor for the Xantia Activa. Hidroneumatic suspensions are great! Please make a video about Citroen suspensions and how they were integrated with the brakes and steering. Citroen already had self centering variable power steering back in the 70’s and used the high pressure hydraulics to power the brakes. Amazing, safe, comfortable cars. Decades ahead of its time, but unfortunately not well understood (specially by mechanics) and under appreciated. Good to see someone taking forward, and hope more brands do the same.
Pretty cool technology in Mclaren lately 👍🏼 Great video 👌🏼😎
Hope you never stop, haven't found anyone else as good as you explaining this stuff
I have been wanting to learn about the suspension for so long thank you for doing such an excellent job explaining it! This is why I love your videos!
Always wondered how McLaren's suspension worked, great video on the details and simple to understand 👍
Bro you’re a legend. I’ve always had an itch to learn about this kind of stuff and you’ve made it come to life! Much love dude!
i love to see someone using the great hydraulic suspension of Citroen
You have a fantastic talent at explaning the complex in simple terms. Great episode!
This is super cool! Great explanation!
I was able to drive the McLaren 720S on the Indianapolis Motor Speedway last week and will tell you that the way the suspension, tires, and aero all come together is a very magical thing. Very nice video Jason.
I always was curious about McLaren's suspension system, now I understand.
Thank you !
Thanks for the video! This finally explains what FRIC does in F1 in a form that is simple to understand!
This video is amazing. You are very good at this stuff and mclaren just blew my mind.
I need a suspension like this for my track car.
I enjoy your videos, great explanations as usual. For a long time I thought a simpler version of this, corner to corner only, would be great for an off-road or rock crawling vehicle where you want lots of articulation but no roll(ing). It's interesting to hear it's been around for over 1/2 century.
This system was used in the front of the MP4-12C or one of the earlier McLaren models. Brilliant system. I'm not sure if Mr. Jason mentioned it but I would think the small additional control valves and the small amount of extra tubing are lighter than the two large anti-roll bars and all of their connectors. This high tech is multi-functional levels above the old "bars". It would be an interesting video of how McLaren uses modern engine timing to get their cars from idle to the 8,500 rpm redline. Very good video.
Great video man! I did a research project on the PCC system for my Machine Hydraulics class last year. This design is basically a mechanical magic carpet. Awesome stuff!
The one thing that will stick with me from this video is that the 720S is basically a Citroën
Eric Ortiz a 50's Citroën*
McLaren obviously seems 'to lack' capability and connections to related industries to provide us with an up to date, fully digital at the wheel, electronically controlled and electrically actuated solution now.
No problem, what we see seems more or less in part the good old hydropneumatic, analog solution. And it seems to function quite well, and maybe provide as well possibilities to become more digitally supported in some future.
'But' very likely this system is not too good for being integrated into a fully radar-controlled, GPS supported drive by wire system of the future, foreseing the bumps ahead of the car, etc.. But maybe we are wrong.
The original Atari is anot XBOX
Except you can’t afford this citroen
I think that when accelerating or braking really hard, having front and rear axle connected also helps with keeping traction on all 4 wheels as high pressure zones from the front push on low pressure zones in the back
Tried watching this video before and didn’t understand a thing,. I just space out really quickly on most of your videos. However, I got my 720s yesterday and re-watching this video now I’m amazed at the complexity of the engineering (I’m a mech. Eng. which makes me even more interested) and I’m even happier with what I bought. Now I feel like I want to keep this car forever! (Unless one day I can get my hands on the Speedtail or Valkyrie)
Hey, J, had a couple questions.
1. Doesn't changing the mode (T, N, S) affect how much anti-roll the suspension would grant, because of those needle valves? Would it be worse in track mode, I don't think that is desirable.
2. Does the warp situation, where the fluid flow through the length of the car, have extra valves to control it on the end of the longer tube?
Great video as always. Big fan of the channel.
Same questions I had.
The passage of fluid from front to back would be managed by the needle valve opening ratios from front to back.
please do alignment for mclaren on the whiteboard. much appreciated.
Love,
From Malaysia
Rivian electric trucks are using this type of suspension system according to Motor Trend. They didn’t really do a good job explaining how that worked, so I came here for some education. Thanks for putting this together.
Love to see a off the shelf version of this suspension for project cars.
Great, clear, explanation and drawings.. Thank you
The BMC Hydroelastic of the 1960's & '70's - the great "Land Crab" - Austin 1800 - one of the very best cars l've ever owned
Great video and fascinating tech. I love that it was a whiteboard video, those are my favorite.
I'm going to have to try to design one of these systems for custom tube-frame car I'm drawing up. Really wouldn't be that hard to do- the pressure accumulators can be made fairly easily, with an external air valve for pressure adjustments.
Would it be possible for you to cover trophy truck suspension? I know you really cover only regular consumer/exotic cars, but they way you explain it would be a great video I am sure. thanks!
Agreed, they have tons of suspension travel but always seem to sit fairly low relative to the amount of wheel travel they have. To me, it seems like the first half of the spring is super soft, then stiffens for the second half of travel. When they go off jumps, the wheels drop 15+ inches but don't look like monster trucks when sitting still. I would love an explained video too please
He pretty much covered the principles in his ‘soft v hard suspension’ video
Beautifully explained!
Thank you! You did a great job explaining this!
Fascinating 😮.Great video
Excellent episode !!
Thank you for explaining this clearly.
Great video, greetings form Colombia. Really like your videos!
Very clear explanation! Thanks!
Nice footage from this gold 720s thoug, the Vehicle Virgins Channel did a really good job 🙂
Awesome setup awesome explanation
Great video (as always)!
Also thanks for describing warp, heave etc, I didn’t have to look into a dictionary (not my first language)!
Thanks for this very clear video
You’re a fantastic teacher.
Great video. You should consider doing offroad shock tuning, such as an external bypass shock, or at they very least, the Fox interior bypass shocks that come on my Raptor.
Good presentation and explanation
Very descriptive kudos
Go with me here: 3:55 doing hard left, momentum wants to roll car to the right. This force mashes "downward" against right piston pushing "red" fluid under the left piston - pushing "upward" on the left piston. Wait - if the right side of vehicle is pushing downward, and you push the left side upward, aren't you _increasing_ the rightward roll with the force to the left?!
If something is tipping to the right, you don't lift the left! What did I get wrong here?!
Thanks for returning to the board. This is where you shine. This is why I subbed.
Yeah I was wondering the same thing... The way he explained that scenario, it would result in more roll, not less.
The tricky or lets say clever part of the system, will be the setup of high pressure space to low pressure space within the cylinders as well as the accumulator itself. Because if the body & wheel motion allows the fluid run from compression to expansion side of the cylinder, a part of the fluid needs to run into the accumulator, because of less space within the expanding cylinder. The accumulator then will work as an additional spring which will help to reduce the body motion. The accumulator also helps to reduce the kavitation within the system. The different valves for the compression and expansion part of the cylinder will work like compression and rebound damping in conventional dampers. So the really worthful part of this decoupled system is that you can have different sring and damping rates for each body motion mode (heave, pitch , roll, warp).
Freakin brilliant setup!! Gives me goosebumps haha
Great information. Nice video!!
This system is commonly used on cone crushers. Which are found in nearly every rock quarry in the world. The problem with this type of system is what you would imagine. Leaks and temperature greatly effect the systems performance. Also it would get very expensive taking the car to McLaren for leaking and accumulator adjustments because every couple years you need to set the bag pressure in the accumulator. Overall it's a very useful system but maintenance is way higher than a torsion bar.
Very nice thank you for explaining it.
Very similar to the Citroen DS. Just finished binge watching The Mentalist on Prime. He drives a Citroen DS. Classic.
Awesome explanation of an awesome suspension system. This one video made me subscribe. Perhaps you can do a follow up on the (Cambridge PhD) software system that controls this suspension next?
Great explanation of a fantastic suspension! It could have used some numbers or relative stiffness of each wheel in each situation, to give a somewhat quantitative view of the behavior.
Best car channel period :D
Nice and clever system, however, during rides in very uneven roads (such as the ones in Brazil), the irregularities of the pavement push for warp / heave responses in frequencies that interact with the rolling response of the suspension, reducing its effectiveness. In such a situation, it is hard to beat the conventional anti-roll bars of the latest, state-of-art Ferraris. Maybe, for those markets, it would be necessary a smarter restrictor to block heave and warp at some frequencies to improve the rolling stiffness of the suspension. It would end up reducing comfort, but can improve cornering (maybe a 4th mode selected by the driver: race mode in uneven pavements...). Very good video. Congrats!
So sick... Literally sounds perfect!
Superb vid with just enough information to understand the operation of a clever and relatively simple principle. Now it's up to the customer to determine whether this extra technology is worth the $. If I were in the market for I this type of vehicle I think that I would just pay up. This is a significant move on from Porsche, Ferrari and Lambo and does make a real world difference and may be the deal maker.
Very well explained👍
Smooth Operator. Impressed.
Amazing!! Great vid thanks!
It's the shaft's displacement that actually forces fluids into the reservoir. And those flow restrictors are actually called base-valves.
Also surprised that they don't use a twin tube layout. It helps a lot with cavitation and keeps the pressures equal on both sides of the mid-valve piston. Also gives more damping control with the base-valves.
It also would've been cool if you would've explained shaft speed and high speed compression/rebound damping. I'm sure those mid-valve pistons would have some shims for the HSC and LSC!
I've been waiting for this... 👍
First of all this is a wonderfull complexityfest to marvel about. But what I wondered the entire video was how this system compares in space, weight and performance to an active anti roll bar system. It seems like a lot of fluids and a lot of valves which need to be controlled, actuated and measured at all times.
Hey Jason, please make some videos on exhaust after treatment system
It would be awesome if you made a video on the benefits of a watts link vs panhard bar eventually
i work for Tenneco, driv. This is a big project.
Good explanation. I remember the rally version had the control valves front to rear (a 4 line box in the middle of the car) and the lines crossed over front to rear rather than side to side. There was no side to side flow, so if the front left was compressing, the flow would then push on the rear right. Now I'm wondering how much extra this system you explained here would have with front to rear flow control valves as well as side to side.
the video is the best video
so much beautiful knowledge
thanks for such a informative video
thank you man, I'll replace the Mclaren Senna's accumulators next week and this video helped me a lot.
Another great white-board video !
Thanks, Jason ! :)
Very nice thanks!
I've seen a lot of comments questioning how restricting the fluid flow would generate greater total system stiffness. I'd like to take a stab at an answer (and get brutally corrected I'm sure). I think the key here is to remember the system also uses a set of accumulators and flexible membranes in combination with the flow restrictors. The flow restrictors generate the proper amount of stiffness on the top side of the dampener that is being compressed during a hard turn while the accumulators and flexible membranes help transfer additional fluid and reactive pressure to the lower side of the dampener that is extending during that hard turn. The gas in the accumulators acts like a pressure ballast that can reactively release the built-up gas pressure to the lower side of the dampener that is extending during that hard turn. The flexible membrane aids in this ballast effect while also acting as a pressure multiplier to the small amount of fluid being evacuated from the compressed dampener. If you think about it, you need higher pressure in the top portion of one dampener and higher pressure in the lower portion of the other. You do not necessarily need fluid to transfer to achieve the desired higher pressures. You just need to be able to increase the total pressure in the system. So they designed a system that is able to build and transfer pressures with very little actual fluid movement. The small amount of fluid from the top of the compressed dampener is displaced into the accumulator thereby compressing the accumulated gas within as well as "ballooning" the flexible membrane which as a result increases the overall pressure in the system. This greater pressure in the system thus naturally engages the lower portion of the other extending dampener through that hard turn. I welcome constructive replies letting me know how I'm incorrect so we can all learn together.
Could you make a comparisson against the active suspension from Citroen? I think that would be pretty cool.
Please make a video on how the Jesko's lightspeed transmission works.
I wish I had a suspension setup like this on my truck. Would be pretty great though repairs would surely be expensive as hell.
Great job!
I tested once to link my throttle and brake pedals (in simracing, not real...) that were modded to use airspring, i cross linked the two pedals together: pressing throttle made brake pedal stiffer and vice versa. Was a hoot to drive FWD cars, applying both at the same time the transition between throttle and braking gave amazing feel and control. But it only worked for FWD, you are not that much dancing on that particular edge with 4WD and RWD.
great vid man
I was wondering, if they've already engineered the plumbing for anti-roll, would it make sense to have implemented some sort of flow direction for the anti-dive/squat as well? I understand that the valves currently control the rate of dive/squat, but could diverting the pressure from frontback also work? I imagine the hydraulics are crazy complex as it is, so I don't how much the additional lines could affect performance.
Loved every minute of this video....and had absolutely not idea what you were talking about. 🤔
same
Can you discuss friction modifiers such as ceratec, archoil, and rislone nano prime?
I remember watching a science documentary a few years ago that mentioned a prototype suspension system for military vehicles where each suspension cylinder was filled with a magnetic ferrofluid that changes viscosity based on an electromagnetic field. Basically what they did was put computer controlled electromagnets by the orifices in the piston head to control the rate the fluid moved to the other side. Basically this adjusts the resistance of each individual shock absorber resulting in a much smoother ride compared to a traditional suspension system
That's magnetorheological shocks. Lots of passenger cars have those now
Thanks for this amazing and very informative video, i have a question. Isnt this suspension uses same logic with 12C suspension? What are the differences with this and 12C?
Very cool! and great video :)
Hey Jason nice heave and warpe and squat and five hand and arm dance you''ve got going on there in this video. But on envoronments like NYC would the conformt shine thru with this suspension system.
nicely done.
Great video
A couple of things.
1. Do the pistons in the dampers allow fluid to pass through damping valves in them, like normal dampers, or are they sealed with no flow through them (in which case, where is the damping taken care of)?
2. Surely the needle valves open up for sport mode and close down for comfort mode. Greater flow between dampers on opposite sides must surely increase anti roll behaviour, not decrease it?
Great video! Have a question: Should it not be that the more open the restrictors, the _stiffer_ the car gets? For example, in the other extreme, where the restrictors are totally closed off, then you have essentially a conventional car with no anti-roll bar. Body roll like a 4x4 from the 70s. The more open those restrictors, the stronger the cross linking effect. Essentially like having a stiff anti roll bar. WDYT? Have I misunderstood?
I wish I had your explanation skills. 👍
ANd the MGT mid engine sports car had a similar system made by Dunlop. And also the MG Metro. Although the system only went front to back not across the vehicle.
I hope this means I could track mode it as my daily driven choice on mode for daily driving.
great stuff!!
hi. can you do a big bore kit episode? I wanna know advantages and disadvantages. In cars ıts a small percentage but in motorcycles its like more than double your displacement.
Hey. Great explanation.
What would be the pros/cons compared to magnetorheological “independent” suspension controlled by ECU?
Hi engineering explained,could you do a video like this on the ford gt.