History Of Suspension System Executive Essay

For my project, I am talking about suspension. I will describe everything from the early development of the suspension system system, the research and development, the variations of each suspension towards application, and so on. The primary why the task has been done is basically because it teach us and says us all sorts of things that is all about suspension and why is has build so that the suspension system should perform with regards to the type of vehicles.

History of Suspension system System

The first suspension system to be introduced is from horse-drawn carriages in the 19th century. It runs on the multiple layer of steels, or in some cases, use wood as a planting season. It really is known as a leaf planting season. As modern cars were design to go at a faster swiftness, new kind of suspension are needed. In the first 1900's, impact absorber were being created in cars by a man name

The Function and the Purpose of a Suspension System

The main role of your suspension system is to keep a maximum contact between your tyres and the street surface, to provide steering steadiness and also to provide good handling during low-speed and high-speed corners. The suspension system helps to generate as much grip as possible, with respect to the driver and the way the driver cope with the cars suspension system and really helps to minimize the body roll resistance. It can help to isolate the body from the vibrations of the surprise absorbers. Streets that currently can be found are not level and straight. When the roads are flat and straight, there is no point installing a suspension system system for vehicles. When roads are not flat, which make reacting on the great shock absorber and the springs through the wheel. Relating to Newton's rules of motion, all forces have both magnitude and course. The other main importance of a suspension system system is the fact help to give a accurate alignment during steering, to reduce the amount of body roll, to allow the driver to turn nook aggressively without extreme body move and also to prevent body dive, that is to lessen the body to tilt up and down during acceleration and braking. Two main components are dependable to all these kind of job that is shock absorber and planting season.


The function of the springtime is to aid the weight of the vehicle, and to absorb road shocks being moved from the wheels. The spring and coil bounces along when transferring through holes, bumps, and uneven road surfaces. There are types of springs

Coil- It is crafted from a special steel rod, which is manufactured by winding a cable around a cylinder. It really is most commonly used in light vehicles. The line will twist when the coil is being compressed or extended. The design of any coil springtime can be a cylindrical, barrel or conical shaped, depending on what kind of planting season that are required for the type of the automobile. The material used for springs have to be capable of withstanding high stress and resisting fatigue. In early on design, designers use high-carbon metallic, but today, designers use a very least amount of alloy steel such as silico-manganese are employed.

Leaf Springtime- It includes several versatile tempered plates with different period, which is stacked and being placed by a material clip. It is mainly utilized on rear-wheel drive vehicles, such as 4 wheel drive. The function is equivalent to the coil, however the only difference is that the leaf has lowest amount of flexibility than the coil. The tightness or rate of a leaf spring and coil is governed by

Length of the springtime- " the length of the spring, ˜ the rate of the suspension

Width of the leaf- ˜ the width of the spring and coil, ˜ the rate of the suspension

Thickness of the leaf- ˜ the thickness of the leaf, ˜ the rate of the suspension

Number of leaves- ˜ the amount of leaves, ˜ the rate of the suspension

Torsion Bar- A torsion pub is an extended straight alloy-steel pub, fixed between the framework to the suspension control arm. The torsion bar will twist at the centre of the club when the spring and coil moves upward and downward. The spring rate varies the length and the diameter of the bar. When the drivers converts the wheel, the torsion club will twist, and reduces the spin tendency.

Air Spring- It really is a silicone cylinder, filled up with compressed air. This kind of spring has been used in heavy commercial vehicles and luxury vehicles. It offers comfort set alongside the coil spring. The quantity of air has been varied, depending on load of the vehicle being added, to lessen the vehicle, and go modify the rigidity of the environment spring.

Rubber Spring- It can be used as the key suspension planting season, or equipped with a metallic springs to boost / update the suspension system characteristics.

Shock Absorber

The function of your shock absorber is to help dampen the quantity of jump created by the spring and coil. The absorber provides spring the independence of jump, but distress absorber is there to help dampen the undesired amount of jump and therefore, create stability of the vehicle. Here are the few types of great shock absorber used presently on the streets

Hydraulic Great shock Absorber- Most of the vehicles are using this kind of shock absorber. It really is called a direct-acting telescopic type. Its damping action is being made by the oil copy, which is under great pressure, and undergoes the small valve which helps to restrict the oil streaming in and out. The hottest is the twin-tube type. During compression, the piston moves towards the impact absorber. And during rebound, it's a complete opposite.

Gas-Pressurized Great shock Absorber- Inside the hydraulic distress absorber, the oil heats up as the suspension system is in motion. This shock absorber helps to reduce the dissolve pressure by using fluid with nitrogen. This boosts the dampening impact, thus increases the absorber's performance.

Load-Adjustable Great shock Absorber- This sort of absorber really helps to pressurize the distress absorber when the springs are under load. By modifying the pressure, it can help to maintain the automobile height and altering the suspension tightness. This helps to lessen the pain of the driver and the passenger. In order to reduce the pain of the driver and the passenger, the drivers can adjust air spring manually. The construction is almost as similar as the air planting season, where you can modify the ride height and the stiffness of the absorber.

Manual Adjustable-Rate Shock Absorber- The adjustable-rate absorber has an attribute where you can transform the planting season oscillations by changing the rate of dampening. It has a damper rate modification on the exterior of the distress absorber. You may control the limitation of the oil passing through by changing the valves in the piston.

Electronic Adjustable-Rate Surprise Absorber- It serves the same as the manual adjustable-rate great shock absorber. The sole different between the manual and the electronic is that the rate of the distress absorber can be manipulated electronically or by driver's choice. This is a solenoid controlled with the aid of the ECU, which allows different types of methods to choose.

Automatic Load-Adjustable Surprise Absorber- Also known as as self-leveling shock absorber. When there's fill on the vehicle, the shock absorber will self maintain at a pre-set level. It automatically adjusts the level of the vehicle, depending on the weight added at the rear axle. It includes air-adjustable surprise absorbers equipped at the trunk, an air-dryer assemblage, ECU, and an electrically-driven compressor.

Types of Suspension System

There are sorts of suspension system system used today, and they're

Non-independent Suspension

Solid / Live and Deceased / Beam axle suspension system

A Live axle can be an old technology. It is a combination of a solid axle being put across the car's framework, which has been connected at both leading and the trunk of the wheels. This suspension system is not 3rd party, so when 1 wheel undergoes a hump, the impact produced on that wheel will be used in the other wheel. This Live / Sturdy axle suspension contains a drive shaft, a differential, and a strong tube enclosing each one of these things. The unsprung weight because of this kind of suspension is very high because the complete axle assemblage is fixed rigidly to the wheels. The result of an unsprung weight would be that the more weight it profits, the momentum is higher. So in this case, a great deal of momentum the springs have to take care of because springs cannot absorb momentum, then part of the momentum needs to be transferred to the automobile body in a distress form. Because of this, this kind of axle does not give a good trip quality.

In the Dead / Beam axle, there's not driving axle on it, so therefore they have a very minimum amount of unsprung weight and it produces better trip quality than a live axle.




It's not independent

Body roll does not hinder the camber of the wheels

There's no ride quality

Simple construction

The size is not practical

When one wheel has a force onto it, the force has been transferred to the other wheel

DeDion axle suspension system

In the late 70's, non-independent suspension market is stronger than the self-employed suspension, however the independent suspension system were invented a long time ago. The main reason why is because non-independent suspension is cheaper and offers better handling than the impartial suspension. Within this suspension, it can help to get rid of all the unsprung weight rather than the live axle suspension. It has minimum amount amount of unsprung weight is because the differential / final drive and the drive shafts aren't rigidly attached to the rear wheels and therefore they are part of the car body and its own overall flexibility to the wheels by using the universal joint parts. Utilizing the DeDion technology, it can help to increase the drive quality by limit the wheel trail deviation when the suspension system is at motion. In order to do this, the DeDion technology runs on the sliding joint. The very best part of using this is that it's always perpendicular to the street surface by keeping both wheels on the highway surface, excluding the body roll.



Cheaper than most independent suspension

It's not a independent suspension

The camber are not being affected even with body roll

The trip quality is not as good as the self-employed suspension

The ride quality is more superior than the live axle suspension

When the automobile is on a bump, both of the trunk wheels will be cambered

Semi-Independent Suspension

Twist-beam rear suspension

It is based on a big 'H' formed member. Leading of the 'H' molded member is being attached to the chassis by making use of silicone bushings and the trunk of the 'H' shaped member is mounted on the wheels. The 'H' manage to find the support utilizing the mix beam. The mix beam serves concerning provide roll rigidity during spot and bump. It has a twisting action when both trailing forearms move vertically. Coil springs and shock absorbers are being found in this technique, located either behind, or alongside with the wheels. It offers high motion proportion and the end result, giving better performance and the weight-loss. The location of the mix beam is longitudinal as the spin steer control and its own camber conformity.

Independent Suspension

Swing axle suspension system

It's an old suspension, first launched by some athletics vehicles in 1950's. This type of technology has been phased out in 2 ages due to its weaknesses. The adjustment of the camber perspectives can be detuned by changing to a longer swinging arm. Usually, this kind of technology functions a great deal of under steer, so by establishing the wheels to a poor camber, it can help to reduce the needless amount of under steer.



Provides an Independent shock absorption

Provides an extremely bad handling during corner

So much body roll

Tends to oversteer a lot

Trailing / Leading arm suspension system system

A large little bit of suspension that helps to support the coil springs, that are being found in front of the trunk axle and linked to the axle of the car's chassis. The main role of this kind of suspension system is to permit the wheels to go up and down and this will not permit the camber to change. Really the only time the camber changes during sides. The advantage and the downside are the identical to the semi-trailing arm suspension.

Semi-trailing arm suspension system system

In this design of suspension, compare to the trailing / leading arm suspension system, it's pivoted within an incline angles, approximately in between 50 to 70 certifications. The feature of the suspension is the same with the trailing / leading arm suspension. In both semi-trailing and the trailing / leading arm suspension system are rigidly attached to the wheels. So when taking spot or taking bump aggressively shocks and noises will be transferred to the car's framework. But now times, motor vehicle industry are moving to multi-link or twin wishbone suspension. Then, the trailing / leading and semi-trailing arm suspension system is likely to be phased out.



It's an all rounder, not much weakness

Detuned version of multi-link suspension

Understeer, but not much

When the wheels are upgrading and down, the camber position changes

Shocks and noise are being used in the car's chassis

Adaptive air suspension system

It uses air suspension alternatively than using the conventional great shock absorber and coil springtime. You can electronically changes the damping rates to suit the driving a vehicle conditions. Mid-air suspension system inflates and deflates; with respect to the driver weather the drivers choose the level of the car.



Provide specific handling

Expensive parts

Capable of controlling heavy load

Adjustable height and spring rate

Torsion beam suspension system

Majority of the tiny car segment uses this type of suspension system. It's half-independent, which contain a torsion pub, which is being used to limit the amount of freedom when force has been produced when taking in a spot. It's more superior to its competitor, like the MacPherson strut suspension.



Provides more leg room for the trunk seat of the automobile plus more space for the boot

Doesn't provide the same drive and elevation quality as the two times wishbone or the multi-link suspension


Limited amount of freedom

Easy to maintain

Inferior in ride and handling quality

Double wishbone suspension system

In this age, many sports vehicle such as Lotus, Ferrari, and everything the famous top marquee car brands, are employing this type of suspension system since it can be utilized at both front side and back wheels, and top everything off, it has almost near perfect camber control. It's has long been used in race, sport and top of the range automobiles for more than 40 years as it offers better and exact control. Its main role is to maintain the wheel perpendicular with the street surface, no subject how intense the driver handle the car. In the early days of double wishbone, it includes 2 parallel wishbone forearms in equal length. The main problem with this is that the tyres are producing excessive scrubbing because of the variable track width when the wheels are shifted faraway from the neutral position. So designers have given a best solution, which is to develop unequal span and non-parallel A-arms to resolve the problem. Using this method, the designers tilted in the higher arm. The shock absorbers and the coil springs are installed onto the wishbones since it helps the engineer to adjust camber and caster angle, toe, spin centre elevation and scrub radius. The key reason why 1 wishbone is shorter than the other is because to make the camber negative. The shorter wishbone is installed on the top support. When it models to a negative camber, the effect is an optimistic camber gain on the outer wheel when the automobile is turning. Not just that, the exterior wheel gains back negative camber scheduled to shorter upper arm.



Proper camber control

Not space saving

Provides good handling


Low unsprung weight

A great deal of components and needs more grab factors in the car's chassis


MacPherson strut & Chapman strut suspension system

Invented by a guy the name of Earl S. MacPherson in the 1940's. Ford began to use this kind of technology in the 1950 because of its low priced and space keeping and thus, MacPherson is one of the dominating suspension system system. In the look, the telescopic shock absorber purpose is control the wheel position, and because of this, it generally does not require an higher arm. It is very compact because the strut is build vertically. Many entry wheel drive and compact cars inherit this type of suspension system system due to space being occupied by the engine unit and the transmitting. This design is not suited in sports and performance car as its elevation takes a higher hood and fender series. And because of this, it doesn't give a good handling and it includes a little camber change, unlike the two times wishbone suspension system. MacPherson can be used in both forward and rear wheels. A different type of strut is the Chapman strut being presented by a guy name Colin Bruce Chapman, creator of Lotus. It's a different type of Independent Rear Suspension system (IRS) that is using a lateral hyperlink with a long springtime strut. The features will be the identical to the MacPherson and it's used for the rear of the wheels. Only some model such as Lotus and the Datsun are using this suspension system but it has already being eliminated.



Small and compact

Provides an average handling

Cheap and easy to maintain

Camber change due to body roll

Simple design

Excessive height

Multi-link suspension system system

This kind of suspension system has been unveiled in the later 1980's. Newer cars are employing this type of suspension system system as it is self-employed suspension system, uses a least amount of short links being attached to the hub carrier and to your body, and it developed a steady handling and grip. It's mainly found in back wheels, not the front wheels. It helps to allow the individual wheel in the trunk of the cart to move widely during bumps and uneven highways without affecting the opposite wheel. But through the Research & Development of the autos, most make favors MacPherson struts, swing action axle and trailing arm due to its disadvantage of the suspension system system. The multi-link suspension runs on the few amounts of short links, being attached to the car's framework. The link are being used to remove the changes of the camber perspective during movement, and control the 'Toe' and 'Caster' depending on the geometry design of the hyperlink. Some manufacturers use 3, or perhaps up to 5 links to provide better performance. This kind of suspension is expensive, but an Italian company called Magneti Marelli, are creating a cost-effective multi-link suspension for small autos. Within their new design, it uses a flexible links to lessen the price and use a simple bushing to reduce noise being sent to the cockpit.



Provides good handling

More expensive than the MacPherson and torsion beam

Provides good ride comfort

Not compact

Poor camber control


Too complex

Leaf suspension system system

Leaf suspension is the oldest suspension system in the automotive industry. And today, there are still cars that are using leaf planting season, mainly for 4x4, pickup trucks, and other heavy vehicles. The leaf suspension system makes its way in creation in the 70's. Even some race cars are employing leaf suspension system system but only in dirt and asphalt. You will find 4 types of leaf being introduced, and they're

The monoleaf: The planting season is thin and a low rate shocks. But in this design, it requires an additional support of springs because monoleaf is not sufficient enough to aid the additional insert.

Multileaf: It's composed to multiple layers of leaves with different span. Many 4x4 are using this type of suspension system as it offers higher spring rate and manage to support and control the axle.



Capable of promoting the weight of the chassis

The steel will lose its shape

Able to control the chassis roll more efficient

The handling will be damaged when the "sag" is uneven

Manage to control the trunk end wrap-up and axle damping

Not much adjustment

Capable of controlling the lateral forces produced by the car, the same feature as the panhard bar

Hard to install

Manage to withstand braking forces

Not much dampening then, the ride will become stiff

During acceleration and braking, it have the ability to regulate the wheelbase length


Simple design

Sliding pillar suspension system

This kind of suspension system features are almost the same as the independent back suspension. And to be precise, it works as well as the current suspension system like the wishbone suspension system system and trailing website link suspension system system. But this technology is over in the 1950's and being replaced by wishbone.

Sub-frame mounting suspension system

In modern automobiles, reducing noise, vibration and harshness are essential to the users. And in normal suspension system, suspension systems are attached to the framework. In this suspension, it runs on the sub-frame installation to defeat the noise, vibration and harshness from the traditional suspension system. It's crafted from aluminium to lessen the high weight.

Rubber Suspension system System

The reason rubber suspension has been introduced is because it can store more energy per mass than any standard type of suspension system. The plastic springs works during compression, indicating to say that it replaces coil planting season.

Twin traction force beam suspension system

Commonly known as a TTB. It really is an independent suspension system utilized by 4x4. It was first recognize by Ford in the 1950's. This kind of suspension comes with an axle that's in a position to break into two suspension participants. This suspension has been used to minimize the camber and record change. When one of the wheels camber changes, the other follows but in an opposite direction.



The suspension travel distance

Camber becomes negative a great deal when in corners


Reducing body roll


Shock Absorber

In the motor vehicle world, there are 2 kind of basic shock absorber design that continues to be in use today. They are

Twin Tube design

Gas Charged Twin Tube

Position Sensitive Dampening (PSD) Twin Tube

Acceleration Sensitive Damping (ASD) Twin Tube

Mono-Tube design

Air shock absorber

Damper shock absorber

Twin Tube Damper

Low Pressure Gas Filled Twin Tube Damper

High Pressure Gas Filled Mono Tube Damper

Linear Damper

Before I make clear further the difference between both of these shock absorbers, I would like to explain the fundamentals of the surprise absorber. Many people don't really know, or even care about the importance of the distress absorber. The primary role of the shock absorber, generally, is to reduce as much motion of the suspension and the spring control as bare minimum as possible. To do this, the hydraulic liquid helps to remove all these energy through thermal, or heating energy. The construction of a impact absorber is nearly like an essential oil pumps. The piston can be used to press the hydraulic substance in to the pressure tube with the assist of your piston pole. The hydraulic liquid is being pressured to go through tiny orifices in to the piston as the suspension system is at motion, which is up and down. The resistance of a shock absorber varies, depending about how fast and the size of the orifices being pushed through the piston. Modern shock absorber can decrease the amount of jump, roll, brake dive and acceleration squat due to velocity sensitive hydraulic dampening being installed into the shock absorber. Quite simply, the faster the suspension movement, the bigger the level of resistance of the distress absorber being provided. Once the shock absorber is in motion, it's moving up and down. When it goes up and down, it means the distress absorber does a compression pattern and extension routine. Let's take a closer look at the compression and extension cycle.

Compression Cycle

In order for the substance to go from chamber A to chamber B, it has to go through 3 valve periods in the compression valve. Once the piston is at a slow movement, the piston pushes the substance moves through the petrol port but with a limited amount of substance being flown to the essential oil port in order for both chambers to be controlled. However when the piston are moving in a fast action, the opening of the disc from the valve seat are wide open widely in the camber B and causes the increase of fluid pressure below the piston. There's limitation in the 3rd level orifice when the vehicle are at high speed.

Extension Cycle

The extension routine happens where the piston and the fishing rod are being forced upwards. Once the piston are moving upwards, the pressure in the chamber A will be greater than the pressure in the chamber B and therefore the smooth are being flown into chamber B by going through 3-stage expansion valve. The substance volume level in chamber A is insufficient t fill in to the chamber B because the piston rod are being withdrawn from chamber B and this causes the pressure in the reserve tube are higher than the pressure in chamber B, causing the compression valve to be unseated.

Twin Pipe Design

Let's look into the Twin Pipe design. This kind of impact absorber has 2 tubes, one is recognized as the working pressure or pressure pipe, and the other pipe is known as the reserve pipe. As you can see the picture on the left, the outer pipe is used to store extreme liquid when the impact absorber is moving up-wards and downwards. When the pressure tube is less than substance, the reserve tube sends fluid to the pressure pipe. During compression, the smooth in the pressure tube sends fluid to the reserve pipe. The upper support of the distress absorber are usually being linked to the vehicle's framework. There are all sorts of plastic being used in between the great shock absorber and the chassis in order to lessen road noises and vibration being sent to the cockpit. The plastic bushings are flexible, so therefore the suspension can move easily. In the picture, you can view that top of the mount is also known as the piston rod, and underneath of computer is a piston. The piston rod needs to be guided when it's at motion, therefore the engineers use a rod guide; some call it bushing, to keep carefully the piston and the piston fishing rod directly. The seal are being used to keep the fluid and the pressure inside the shock absorber. At the bottom of the shock absorber, there's a foundation valve, normally known as a compression valve. This item helps to control the smooth motion when the impact absorber reaches motion. The design / bore size of the piston varies, depending on what software. Most 4x4 are employing bigger bore size than the sedan vehicles. And because of the large piston diameter, the machine will become much larger and the control will be higher. With bigger diameter, the operating temperatures and the pressure is low due to area of the surprise absorber and the piston bore and thus, this provides higher damping capabilities than small bore.

There are a few types of twin pipe shock absorber

Gas Charged Twin Pipe shock absorber

Position Sensitive Damping (PSD) Twin Tube shock absorber

Acceleration Sensitive Damping (ASD) Twin Tube shocker

Gas Charged Twin Pipe Shock Absorber

This kind of suspension system system uses low pressured nitrogen gas in the reserve pipe however the amount of nitrogen gas varies, depending on amount of substance inside the reserve tube. The goal of the gas is to reduce the hydraulic liquid aeration to prevent the foam build up because foam can be compressed. The gas billed shock absorber provides engineers more versatility to create the valve. The other main benefits is that in the automobile, it creates a mild increase of spring rate. Among the list of other benefits of this surprise absorber is

The reduction of spin, sway and dive, the handling is improved

Providing better clean control in virtually any street conditions and corners

Longer heat transfer in gas billed shock absorber

Position Sensitive Damping (PSD) Twin Pipe Shock Absorber

The Position Sensitive Charged is still new in the motor vehicle world. In this particular design, the trip control and comfort are optimized, thanks to the tapered grooves located at the pressure tube. This absorber offers a smooth and a comfortable by lowering the resistance onto the piston, by allowing the substance to pass easily and smooth throughout the piston. Here are the benefits of this surprise absorber

Providing a easy ride

Can easily adapt to variable street and weight conditions.

Acceleration Sensitive Damping (ASD) Twin Pipe Shocker

The features of this absorber is the same as the other twin pipe shock absorber, the only addition is that the compression valve is design to sense a bump on the road and automatically adjust the impact to provide better control of the shock absorbed.

Mono-Tube Design

In the mono-tube design, there's only one tube in the high-pressure gas shocks, known as the pressure pipe. You will discover two working piston inside the mono-tube design, that is a working piston and a dividing piston. The mono-tube and the twin tube design are almost similar but the only difference is usually that the mono-tube can be install at all, either mounted upside down or right area up, but either way, it still works the same. The unique design of the shocks is that it doesn't use basics valve, but it runs on the piston to regulate the extensions and compressions. Within the mono-tube design, they have a more substantial pressure tube to adhere to the dead period, weighed against the twin tube design. The downside of this design is that it is heading to be problematic for the engineers to set up this kind of shocks in to the vehicles instead with the twin pipe design. The separation of the gas and the oil is done, with the help of the free-floating dividing piston. The gas below the dividing piston is pressurized, at around 360 psi to accommodate the vehicle's weight. If the shocks are at motion, the motion of the dividing piston varies, depending on activity of the piston pole in order for the pressure in the pipe are pressurized at all times. Here's the upside of the look

Can be mounted openly, compare to the twin tube design, and helping to reduce the pointless unsprung weight

The working pipe could work harder because the working pipe is exposed, then can be cooled easily.

Every upside of the look, there's always a downside

Easily ruined when there are a dent

Hard to set up onto the passengers car which has a twin pipe design

Damper Shock Absorber

Damper distress absorber, or as brief, damper, are being used to offer an most effective absorption of shocks and clean lateral deceleration. The dampers can be powered by smooth, or mechanically power. It function just the same as other distress absorber, like managing the circulation of fluid released from one chamber to the other by utilizing a piston. The uniqueness of this damper is the fact it can be adjusted, depending on the road conditions, rather than to mention it offers good balance. Here are the benefits of using the damper

It provides excellent adjustment configuration

The release of the gas can reduce the force capacity

Valve are being used to adapt the liquid pressure or size in the event the substance dampers


The benefits in the tank and the mono-tube design are the same but with a little bit extra that is clearly a reservoir. It's a little cylindrical tube not to keep olive oil, but to keep additional nitrogen. It can hold some extra liquid if needed. All distress absorbers require an amount of dead air space for the shock absorber to function properly. So the reservoir is used to keep extra dead air space. It is being connected to the key body of the surprise absorber by using a flexible metal hose. Its function is when the impact absorber reaches a compression state, the unwanted liquid are being pushed through the connecting tube and directly through the reservoir with the pressurized nitrogen gas.

High Pressure Gas Filled Mono-Tube Damper

In this design, the key specialty could it be provides rebound control and terminate the bumps due to its damper design are being used with quality components and nitrogen gas are being used as well to replace air. But other than that, this design is nearly as similar as the normal mono-tube design. The primary benefit of this is the fact its performance since it helps to get rid of the aeration and foam accumulates. Self adjusting can be produced by installing a superior valve and improved upon design. When the look is good, it helps to get rid of the tyre rubbing problem as well.

Linear Damper

In some vehicles, they use linear damper as a secondary suspension. The diameter of the damper varies, depending on the applications and certain requirements. The unique of this design would be that the valve inside the damper is magnetic controlled. The move of the MR liquid is being controlled by the inner piston, which contain a valve. This damper can be air, spring, hydraulic, gas or elastomeric driven. It works just the same as any typical shock absorber that is compression and expansion cycle.

Low Pressure Gas Filled Twin Pipe Damper

The air inside the damper is being replaced by nitrogen gas because when air and liquid mix together, the effect is foam. Because of the foam, the performance of the damper reduced. By using nitrogen gas, this eliminates aeration and foam build-up and therefore providing perfect performance of the damper.

Twin Tube Damper

This kind of damper works in tight small places because the tubes were created with a little diameter. The damper works well thanks to both valves being installed in this damper. Both of the valves are allocated at the piston fishing rod, which has been in control with the rebound control, and the other some may be in the inner tube, which is being in charge with the bump control.

Mono-Tube Damper

It involves two valves, the same as the twin pipe damper. The orifice has a large beginning during low swiftness bumps, and during high speed bumps, the opening of the orifice is smaller which therefore reduce the movement of the oil. This allows the driver an improved control of the car and the damper provides maximum contact of the tyre to the ground.


Provides smooth ride

excellent control of the vehicle

Can be installed in virtually any angle

Lighter than most twin tube

Longer lasting

Auto adjust of the street conditions

Air Great shock Absorber

It replaces planting season with compressed air,

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