have you been doing them on this channel for a while now?

Nice, love these deep dives!

This was an amazing video. Learned a ton that went beyond company provided specs. Thanks Dan!!

Me, too. Thanks. I still plan to feed my own channel, but I'm so glad for the editing help!

@@DanEdmunds what’s your own channel?

I think you mean the Dan Edmunds/Suspensiontuna video channel. I will add these to the playlists there, and I will still be uploading videos of my own.

Clearance range is from 9-14" depending on mode

Normal is the lowest setting I'd want to use off road. It's unclear if the lower aero mode (which only works at highway speeds) or the access mode (only when stopped) would help. It seems like the wheels are fully stuffed in normal mode, but the bump stops are hidden up inside the air springs, so I can't visually confirm that.

@@DanEdmunds Would be interesting to check the ramp articulation in access mode if there's a way to get it to stay engaged when slowly rolling forward. Maybe disconnect speed sensors lol.

McLaren does do front to back as well. Across the diagonal I believe.

Dan indicates front to rear.

@@mitchellgreen6685 did he mention somewhere else that i missed? I heard at 5:02 and 5:24 which made it seem like it just linked across the axle.

@@mitchellgreen6685 It's not front to rear, it's left to right. For ROLL control. Front to rear would not be beneficial.

@@SylasG It is a central valve body and therefore can send fluid/roll control to any corner. It is fully cross linked. If it was merely side to side it would not be novel at all. Read a little more on it.

Motors integrated into the wheel hub is one such way. I think there are a few companies already looking into that type of 2/4 motor system. Adds unsprung weight though, so pros and cons to everything.

Not on the same way. KDSS is front to front on stabilizer bar.

Not in the same way. Land Cruisers (standard KDSS) and 4Runners with optional KDSS have physical front and rear stabilizer bars that can be rendered ineffective in frame-twist situations. Hydraulics are involved, but in a different way that does NOT involve the shock absorbers, which are conventional (and easily replaced/upgraded). The has no stabilizer bars at all and uses interconnected shocks instead. See this for the deets: kzfaq.info/get/bejne/o5lyoa993Mi3k3U.html

I've never had a wheel that didn't collect ice...

@@mitchellsteindler Well one gets ice if driving in slush or deep powder that gets melted by the tyre heat. But there's also those wheels that don't have slope out of the wheel. We used to have cheap after market wheels for the winter tyres in our old volvo. it basically had bowl shape in the inside, so it collected all sorts of crap that didn't flush out. Mud and everyting water based that could freeze. We had those for month or two and had to get better ones as they just collected stuff and vibrated on daily basis :/.

To be fair most conventional suspension is already hydraulic with additional gas assistance.

Octovalve for cooling and cold/hot weather performance would be one

Heat pumps and heat exchange in general. Structural batteries. Body-on-frame is less suitable for EVs - Tesla has/plans no vehicles with body-on-frame design. Efficiency is highest of what's available on the market (though the Rivian is not that bad, either - waaaay better than the Hummer EV). Software is way more advanced. I have to say I like Rivian. Tesla would be my first choice, but they don't offer a truck yet.

I didn't take a picture to prove it, but Brembo is clearly visible on the front calipers, but its small and isn't visible from the angle I shot the image. As for the rear, I don't make any Brembo claims back there. Could be Mando, Akebono or any number of other suppliers.

@@DanEdmunds Any idea what the diameter of those massive front rotors are?

Definitely an increased risk, likely negated by better stability management, TC, and safety systems.

EVs in general do not handle horribly, in my experience, because the added weight is low down and centralized, which is good for handling. This truck, for example, handles better than a Raptor, TRX or Colorado ZR2 because of that and because it has 4-wheel independent suspension. In our tests, the R1T stops from 70 mph and 177 feet, and it generated 0.80 g of cornering grip. The Raptor manages 214 feet and 0.69 g, the TRX was 189 ft and 0.70 g, and the ZR2 Colorado was 206 feet and 0.69 g. So it looks like the R1T would be better able to avoid an accident via shorter stopping distances and better maneuvering grip. Your point about mass is well-taken, though, because physics is physics when two vehicles *do* crash into one another. But that ignores the potential for accident avoidance in the first place. That said, the overhyped 0-60 mph marketing metric for EVs is kind of silly when everyone is more concerned about range, and hauling ass all the time doesn't help that prospect one bit.

@@DanEdmunds I tried my hardest to get an r1t to break loose and it just wouldn't on pavement. This truck scares me in a good way!!! I'm hooked.

In no way does a Rivian handle "horribly". In fact, most recent EVs are noted for good to excellent handling characteristics. The battery placement leads to a low center of gravity, and it is normal to use all-independent suspension - although not necessarily as sophisticated as Rivian's shown here.

Analog can’t can’t live adjust. But I get your point if you just want something reliable.

Analog can’t articulate like this off-road and then corner flat on the road like this vehicle can.

Nobody said that. He said they use suspension components from the same supplier and the same style of hydraulically cross linked suspension. Maclaren is the only other manufacturer using this on a road car as it has been previously used primarily for off road (racing) use

Your ignorance is showing

Listening is a skill, something that you don't possess.

@@rickjohnson2859 What?

Yeah… it’s faster than an F1 to 60 and less than a second behind at the 1/4 mile.