Do you work at Ferrari by chance?

kzfaq.info/get/bejne/fdtojMyFyrudiIk.html

You skipped the steps of new less bad suspension, new mediocre suspension, new kinda ok-ish suspension and new decent suspension. Suspension is wizardry.

Agreed. The Porsche 911 was a terrible concept to begin with and look at what it is now😂

reinventing the wheel is how you put the cart before the horse, especially when you're trying to take the perfected round wheel and make them into squares. this video would only be a first step for the primitive technology guy

Or did not have the foresight to know how hard they would be

Ha Ha, good one! 😅

Or because somebody said it couldn't be done

@@AlbertLamarque nah man

We do not do things because they are hard, but because they are Harder Drives ™

That's a damn good idea lol

As long as the Wendy’s is ok

all hail the fo fo fo

Do you KNOW that, or do you BELIEVE that? There's a difference....Believing is Engineering.

@@zeitgeist57 I believe that long sticks under load might send you into a Wendy's

If your suspicion(suspecting is not engineering you know), every Wendy's would be piled up with big heavy, upside down Nascar stockers. That is my belief

Matt's deadpan delivery is fantastic for jokes like these.

Humm I've been able to do it several times you just can't leave an even number of thumbs up so you'll have to borrow someone's thumb.

I agree.

Did anyone catch the irony of point 4 on the box flap?

I noticed it.

@@bobroberts2371the less our food contributes to the problem the more our cars can.

@@thejerkyshack8040 Does the food also reduce methane emissions?

@@bobroberts2371 no that’s why we should all be vegan duh

You'd think there would be so many more hilarious engineering channels.

The golden era of tot is still happening, friend

@@Zander10102 Quality is still there, quantity has gone way done though.

My knowledge of suspension design comes entirely from these videos, and the videos of Matt's Offroad Recovery. I cannot imagine any more completely opposite philosophies to suspension design. Both named Matt.

For some reason I cannot make a new comment. So here is my only option. To get more ground clearance while still maintaining a very strong axle option is portel axles. They allow a roughly 10 in drop from axle to wheel hub at the wheel hub instead of over the width of the axle

You were promised a balance of engineering, ADHD, and poop jokes. The poop joke was solid and must have been worth at least 1-3 ADHD episodes.

Portal axles also have a gear reduction in them like a low range gearbox

@@gavster89 they can have but don't have to have any change in ratio

I was thinking about that too, but you still need frame structure behind the axle to mount the pivot/bellcrank gubbins. I had a quick search, but couldn’t find if anyone has mounted one forward of the rear axle.

@@emmajacobs5575 You could fit one ahead of the axle, but that may raise the roll-centre too high. without modelling it inside the confines of the viper rear end, it's hard to know if there's any chance.

kzfaq.info/get/bejne/mNZ9laRpy7bPn30.html found one

⁠@@theafroMumford link is good if you want your roll center low.They’re use for ground effect cars where you want your roll center under the ground. I have one on my foxbody. I don’t it’s gona work on this application.

@@veejay120793 It requires a little imagination to achieve total freedom. with a little variation in the geometry (and linkage design) you could put the roll center on the moon if you wished.

The late model Crown Victorias used a somewhat similar arrangement for the watts links as well.

When the bell crank is mounted to the vehicle the roll center moves up and down with the body instead of the axle, and side to side as the axle tilts. This tends to shimmy the body side to side over rough surfaces when the suspension is drooping. It's better for anti-roll geometry but maybe not for traction and comfort.

@@thebigmacd Ah, good point, that'd be kinda iffy yeah.

"5th link in the same plane as the bottom link but diagonal" Sounds like a great solution to me. You'll only get 2nd order effects moving the axle sideways when the body rolls. Will put the roll-center where the diagonal link connects to the axle though so maybe diagonal brace the top links instead?

5-linkage-axis already made 1982 by Mercedes for the C 111 Prototype and for Type W 201 put in Production (Model 190). For Matt just invented the Matts-linkage, i guess he was a german in his former incarnation.

Me dealing with my marriage.

You must be new, I haven't seen you around my office yet!

What I have been taught through this process is that everyone has to believe or else it won't work

Let's call it "Jesus Engineering."

​@@BrunodeSouzaLinoJesus built my car, it's a love affair, mainly Jesus and my hotrod (Ministry)

Portal axles are super sexy. It should also help with drive shaft angle.

an independent rear suspension with portal gears. reducing the unsprung (axle) weight by a LOT. making room for the weight of the portal gear.

@uli wehner That is also very sexy, E-class all-terrain concept they built with I think unimog? portal hubs comes to mind.

See 9:04

That's a shame, his books are pretty damn good reading (even purely for entertainment).

Today, I overengineered a pan & tilt camera cabling support - in a day - but due to it's underdeveloped nature, it broke at fitting - tomorrow, I will redo this fiberglass part in 304 Stainless - that will show the sliding ruler Gods!

I drove a Lincoln Town Car 30 feet limo across Europe from my home in the UK to my new home in Bulgaria - it was exactly the above experience. To turn right yo simply stopped turning left. to go straight you turned left, you did as little actual turning left as possible - it didn't like left. To stop you prayed - very hard.

​@@piccalillipit9211 Something was wrong with it, then. It should drive like any standard Panther. Does remind me of this old chevy c1500 at an old job, that wasn't allowed on the expressway. I found out why, when I drove it. It somehow turned right, fine, like it was new in 92. But left... left was spin the wheel hard left- but to stop turning left; add turn back more than the first left, right, then slightly back left. It did stop, and managed to drive straight-ish, all while carrying a not strapped down zero turn Turf Tiger on its landscaping bed.

Your jeep description reminds me of a review of a 1st gen MR-2, where they said it seemed to understeer and oversteer at the same time.

@@ItsDaJax that's a great description.

@@ItsDaJax “Toe out front or rear? Compression or droop?” Toyota engineers: “YES!”

Not me, I’m here for the poop jokes

does that not bend the shit out of the bars when you step on the gas or on the brakes? as in wheel hop? or do they have leaf springs who function to locate the axle as well? edit: i looked and it does have a watts linkage.

time for the off road viper to get a little german

Time for the budget to fly out the window

He’s already over budget so that doesn’t count as an excuse anymore 😂

or early VW type 2s which used kübelwagen portal axles to overcome the fact that a 24hp 1100cc engine is nowhere near powerful enough for a 1.5 ton van with a cargo capacity high enough to carry a beetle

Ugh, yeah forget it. They’re like $25k new, and you’ll probably never find them in a in a US junkyard since they’re mostly on Humvees and other non-US military vehicles.

Pretty sure there was a rally car with this setup (or maybe it only tied left front to right rear and vise versa). I think the system was banned for being too good. I'd look it up but my lunch break is over.

Forget drag racing, the real killer is circle track. Constant side forces. Dry sump and call it a day.

Dumb idea: why not keep the engine flat and angle the transmission downward, connect the two with a CV joint and make a new transmission housing to cover the CV joint? I think it would be easier to cover/protect than a regular boot covered CV joint and wouldn't need to flex either. Maybe not a great idea on something that already has a really short drive shaft though.

he killed engine like that already So I think he Will remember now

Also the capacity for articulation. A solid axle, in an application such as rock crawling is only limited in range of motion by its distance from the vehicles frame. There are some that mount solid axles front and rear that are actually forward of and trailing after the front and rear ends of the frame, and wide enough so that all the pieces of the 4 link are outside of the frame rails which allows the axle housing to go from below ride height (in a drooped position) on one wheel to above the frame rail on the opposite side. An independent suspension/drive axle is limited by the range of deflection the drive axle joints can operate at, length of control arms (which creates a dramatic change in vehicle width as the wheel travels through its full range of motion if your control arms are long enough to allow a lot of articulation) plus the fact that control arms being unparallel means as the suspension compresses the outboard ends of the upper and lower get closer to each other, and further from each other while in droop. Add that to additional failure points in each bushing, and at each end of each axle and it's no surprise that in extreme offroading vehicles like Rock Crawlers, and the "King of The Hammers" racing trucks the solid axle is dominant and older solid axle trucks remain popular among hard-core 4×4 enthusiasts who run very rough trails at mostly low to moderate speeds. Unless it's a high speed offroad racing vehicle like Short Course trucks, Baja Trucks or buggies, or Rally Car independent suspension offers few if any benefits off road. And even on road my 98 Jeep Cherokee with solid axles front and rear drove and handled just as good or better than the Oldsmobile Bravada (a plush version of the S10 Trailblazer with "Stabilitrac" all wheel drive)with independent suspension that my wife had, unfortunately, for a few years.

I was thinking something similar. Although it would need to be a pretty large bearing, so you can mount it as close to the axles as possible. (to minimize lateral twisting forces)