REAR SUSPENSION
02-14–3
02-14
MULTI-LINK REAR SUSPENSION CONSTRUCTION
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Optimized Link and Shock Absorber Layout
Optimized camber angle
• Change of camber angle to ground during wheel stroke is minimized due to the optimization of the lower and
upper arm lengths. Due to this high gripping power is assured under any driving condition and handling stability
is improved.
Camber control characteristic comparison
Optimized roll axis position
• Lateral force acting on the shock absorbers is reduced due to the separated positioning of the rear coil spring
and shock absorber, enabling smooth operation of the suspension system and thereby improving riding
comfort.
• Additionally, the height of the front roll center is set lower than the rear. Due to this, driveability is improved
while cornering.
Improved roadholding
• The damper lever ratio has been set at approx. 1.2 to improve the efficiency of the shock absorber operation.
— Damper lever ratio
shock absorber stroke/wheel vertical stroke
End Of Sie
NG: REAR CROSSMEMBER
100
{3.94}
50
{1.97}
0
{0}
0
-50
{-1.97}
-100
{-3.94}
2
1
-1
-2
-3
-4
REBOUND
STROKE AREA
WHEEL STROKE (mm {in})
BUMP
STROKE AREA
CAMBER
ANGLE (°)
STRUT REAR
SUSPENSION
MULTI-LINK REAR
SUSPENSION
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FRONT ROLL CENTER HEIGHT
REAR ROLL CENTER HEIGHT
PHANTOM LINE PARALLEL TO
ROAD SURFACE EXTENDING FROM
FRONT ROLL CENTER HEIGHT
ROLL AXIS
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3423-1U-06H(02-14).fm 3 ページ ２００６年１１月２１日 火曜日 午後５時７分
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