Mercedes Project ONE Suspension - Explanation and Analysis

Comments · 196

• KY

  @KYLEENGINEERS · 9 years ago · pinned

  While NVH isn't really something I normally concern myself with, it has been brought to my attention that Multi-Link can help with ride harshness by isolating the loads through the bushings better, and this is probably a contributing factor to its selection given Mercedes' road-friendly approach to the car. Enjoy the video!

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• KO

  @kolokolok · 9 years ago

  Kyle, please please please make a video where you explain the different types of suspension setups and the ups/downs of each setup. Kindly explain using similar point of views so it would be easier to understand the differences between each setup!

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• PL

  @plebushk · 9 years ago

  Something that hasn't been touched is that under one wheel bump no vibrations are sent over to the opposite wheel like on an anti-roll bar installation. This is as close as a suspension can come to perfection without being active.

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• KO

  @koltface · 9 years ago

  Thank you so much for this! I've been trying to explain to a few friends how it works, and wasn't doing a very good job of it.

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• DA

  @dachlatte · 9 years ago

  That was damn interesting

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• KA

  @Kabab · 3 years ago

  This is truly genius design

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• CA

  @camerone397 · 2 years ago

  I find multi-link suspension fascinating. the kinematics get a lot more complex but some of the kinematic results and practical implications are really interesting. Each arm being a pure tension-compression link allows them to be really lightweight if they are straight links as seen on this car (an example to the contrary would be the thrust arm on most modern BMWs). The two arms also create a virtual pivot point that extends beyond the physical reach of the arms, so you can have your virtual steering axis in the same place as, say, the physical brakes - not possible with a double wishbone system if your brakes are too big. if you want to limit scrub radius while also controlling kingpin, for instance, this would be advantageous. The steering axis also moves with steering input, this has a minor effect at lower steering angles but can still lead to interesting dynamic camber behavior as the instantaneous caster and kingpin change with steering angle. At the rear, the steering alignment considerations go away, but you can still lower forces through the toe link (and suspension deflection as a result) by minimizing your scrub radius and the moment that the center of mass of the corner assembly has about the virtual &quot;steering&quot; axis by moving the steering axis as desired - again, this steering axis, being virtual with the multilink setup, can be almost anywhere at the rear with steering geometry considerations largely out the window.<br><br>I would absolutely love to have a long conversation with the suspension engineers that worked on this car, it&apos;s a really unique implementation even six years later. We&apos;re starting to see more and more complex suspensions (Mustang GTD has dual-lower-link &quot;double wishbone&quot; front, the highly-regarded Lucid Air has a true 5-link front, etc.) but still nothing quite like this to my knowledge. The rabbit hole goes way way deeper than what i mentioned above - bushing compliance, accounting for how the front pushrod outer pickup point on the control arm should technically move with steering, Ackermann considerations, etc. It&apos;s crazy how a production (well, &quot;production&quot;) car can have such a wild decoupled spring/damper arrangement and it&apos;s still not necessarily the most interesting aspect of the suspension system as a whole

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• PB

  @pballer2005 · 8 years ago

  a wonderfully complex combination of simple principles. very clever

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• KU

  @Kumonte · 9 years ago

  Talking about multilink suspension - it effectively puts your pivot points further inside the wheels (less scrub radius) , makers use this for more than 20 years ( VW/ audi, Merc, BMW, Nissan ...) mainly- because cars where getting faster and heavier which forced to use bigger wheels , tyres and brakes , not allowing to position suspension pick up point where they supposed to be. <br>On damping - also it&apos;s an rather old concept made possible with damper technology coming where it is now , the only thing that is pretty hard to wrap the head about is - bump or drop on one side should effect another ... Unless damper takes those load&apos;s so well it becomes irrelevant.<br>I&apos;d be happy to be corrected .<br>Good job on those videos , been following you for a while now.

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• DU

  @dustinfickert4570 · 5 years ago

  Just found these videos and love the wealth of info! subbed!

• JO

  @JoelKreider · 9 years ago

  Yeap. &nbsp;Interested to see the breakdown of geometry once the steering arms are in place. &nbsp;A SolidWorks type model an animation would be superb.

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• AU

  @autofixation · 6 years ago

  This was the first of your videos that I&apos;ve watched and it was excellent! Keep it up.

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