Unequal-length A-arms by default, a MacPherson strut, or a triangulated 4-link at either end. Wheelbase and tracks come from the vehicle. On a 4-link, the side view moves every mount fore and aft or up and down, and that sets roll center and anti. The top view only moves each left-right pair closer together or farther apart, and shows where each upper and lower pair converges. Front and rear views show where the upper and lower link projections meet.
Suspension type
A MacPherson strut removes that end's upper arms and replaces them with a coilover. A triangulated 4-link is a solid axle: two upper links and two lower links, both angled in plan view so they locate the axle sideways. Its roll center and anti percentage both come from the side view. The front and rear views extend each link pair to the height that feeds that roll center. The top view extends each pair to where the left and right links meet.
Links
2.649 m wheelbase · front track 1.53 m · rear track 1.54 m. Side view edits the left side unless left and right are unsynced.
Kinematics
Anti % and roll center goals
Stores the linkages on this profile so they follow the car to another browser.
Front view
Centerline in and out · fore and aft locked · car left is left · dash-dot converges · dots through the contact · kingpin and caster at each corner · pinch or scroll to zoom
Camber curves
Front left
Front right
Rear left
Rear right
Camber change from ride height against contact-patch travel, 4 in above the ground to 4 in below. Negative camber is top-in. The curves follow the current linkage.
Anti roll % - a Motomathics term
Roll center discussion is often focused on geometric properties as being the "point the chassis rotates about". While this is useful information in starting the positioning of the roll center (traditionally above ground, below cg, front lower than rear for roll axis geometry, etc.) it is equally important, or more-so, that the anti-roll effects are analyzed.
The traditional "Anti-Dive" formulation can also be represented as the side profile free-body-diagram above. The anti-dive force is a component of the vector force, aimed at the instant center, with the other component being the braking force.
The second free-body-diagram illustrates a front (or rear) view of a vehicle. Utilizing almost the same force and vector layout it is apparent that the jacking force acts against weight transfer and assists in anti-roll efforts.
In summary, it's important to realize that the roll center does not just dictate a pivot point, it is a crucial tool used in establishing overall vehicle roll rates that dictate handling characteristics. At Motomathics, we call this property ANTI ROLL %.