What kind of spring is adjustable

The spring rate is the amount of pressure required to compress the spring one inch. Spring rate for coil springs is affected mostly by wire and spring diameter, and the number of active coils. While spring rate on torsion bars is affected by bar diameter and length. The length, thickness, number and position of the individual spring leaves affect spring rate on leaf springs.

Coil springs are rated by free length, compressed length, outside diameter, coil count, and wire size. Most import passenger vehicles use coil springs because of their size and versatility.

Most are linear, but coil springs can be progressively wound so that as the load increases, the spring rate also increases. Torsion bars are found on most import trucks, because they can easily be adjusted to fit the ride height. The downside is that torsion bars can only be produce a linear rate. Leaf springs not only support the weight of the vehicle, but also attach the drive axles to the frame.

Leaf springs are most commonly found in the rear suspension of trucks. In most modern applications, a leaf spring is built with one or more main leaves that are usually connected to the frame by a fixed mount at the front and a flexible shackle mount at the rear.

The pivoting shackle allows the arched main spring leaves to change length as the spring compresses. Additional leaves of varying thickness and length are added to increase the load-bearing capacity of the spring. Quarter-elliptical springs were used in old small cars, like Chrysler cars. This type of spring consists only a quarter portion of the full elliptical spring and fitted with the frame by the bolt.

Three quarter elliptical spring is the combination of semi-elliptical and quarter elliptical springs. This types of springs was used in old cars. One end of the spring in joined with chassis frame by shackle, and the other end with the axle.

It is also fixed with frame by the bolts at the centre. Full elliptical springs are consists of two semi-elliptical springs joined together oppositely. This type of spring was used in old cars. They do not maintain correct axle alignment. Platform type springs consist of two semi-elliptical springs. They are fitted with chassis frame by shackle at one side and the other side is fitted with an inverted semi-elliptical spring.

In this arrangement, the weight of the car is divided into three points. Read also: What is steering system? Helper spring is just like a semi-elliptical spring but without eyes at the ends. It is fitted with the main springs particularly on the rear axle of the truck to carry the heavy load.

The ends of the helper spring touch the brackets fitted on the frame when the truck is heavily loaded. Coil springs are made of spring steel. These are described with the independent suspension system. While providing a wide variety of spring rates, they can be accommodated in all type of confined spaces.

As compared to leaf springs they weigh only half the weight required for doing the same job. They can also store twice the energy per unit volume in comparison to leaf springs but to control the accelerating, braking and cornering, anti-roll bars or radius roads should be provided.

The pan-shaped brackets or spring seats attached to the rear axles are used to seat the coil spring. Spring seats incorporated into the frame are similarly used for compressing springs against them.

The suspension is also used in combination with torque tube or torque rod drive. Most modern imports use the coil spring in variations of the MacPherson strut design. In general, wire gauge, length, overall diameter and numbers of coils determine the characteristics of the coil spring. Variable rate coil springs are often used in chassis configurations that occasionally carry heavy loads. How Springs Work Springs cushion the ride of a vehicle according to the principle of sprung-to-unsprung weight ratios.

Advertisement As a vehicle gains speed, the springs begin to absorb the impact of striking irregularities in the road surface. As vehicle speed increases, a stiffer spring rate is required to keep the axles and wheels in contact with the road surface. This is why high-performance vehicles tend to use stiffer suspension systems than regular passenger vehicles.

Advertisement As rebound control deteriorates due to normal shock absorber wear, the vehicle will begin to experience poor ride, steering response and handling control. In addition, tire wear will be accelerated due to tire scuff caused by the suspension geometry operating out of its normal range.

In general, the compression and extension characteristics of the shock absorber must match the compression and extension characteristics of the spring. Softer-rated springs, on the other hand, may require more dampening because they tend to experience more compression and extension and, thus, make the shock absorber work much harder.

In any modification procedure, spring rate, shock absorber dampening and sway bar capacity must be matched to vehicle weight, chassis design and driving conditions for maximum handling, load-bearing capability and driving comfort. Suspension Geometry After numerous extension and compression cycles, the spring eventually experiences metal fatigue.

In extreme cases of metal fatigue, the spring breaks and causes a noticeable loss of suspension height. Sagging springs increase the camber angle of a typical SLA suspension system. In contrast, sagging springs decrease the camber angle on MacPherson strut-style suspension systems. Replace one spring at a time to ensure that critical parts like ABS wiring and brake hoses are correctly reinstalled.

Advertisement Reassembly of MacPherson struts can be aided by scribing a crayon line along the length of the strut to indicate the relationship of the parts. Before reassembly, inspect the strut support bearing for smooth operation. When replacing torsion bars, ensure that the bars are installed in their correct positions. Correct suspension height is achieved only after a twist is worked through the bar by bouncing the suspension through compression cycles.

In some cases, the cycling process can be made easier by temporarily disconnecting the shock absorbers.