Attached solidly to the axle with U-bolts, the leaf springs run parallel to the frame. The reason this design has survived for so long is because it does double duty as leaf springs suspend the vehicle and locate the axle. It is still coveted by hardcore four wheelers. Simple and durable, the leaf spring/solid axle configuration has been used by most manufacturers for decades. The entire axle moves as the suspension cycles. A solid axle is just that, an axle that runs from one side of the vehicle to the other. Caster angle is built into the front suspension so the steering is more stable and will return to center. Camber is the angle of the tire to the road – negative camber is when the tire leans in at the top and in contrast, positive camber is when the tire to leans out at the top, seen below.įirst let’s look at the solid axle. You cannot compare factory suspension designs without talking a little about caster and camber. There are several ways to get that done but each has strengths and weaknesses. In its most simple role, your suspension needs to hold your truck up and keep your tires planted on the ground. The specialized off-road racing vehicles that Craig Hall creates may not look like your truck but they use the same basic suspensions designs found on production vehicles.
Once you factor in the limits of the hard parts you are using, the laws of physics will dictate what the final design becomes.” “Packaging is a big factor,” says Craig Hall of Craig Hall Designs, “We look at the tire size, shocks, suspension travel needed and the working limits of the CV joints, spherical bearings, and other hardware. They are concerned only with lift, not function whereas engineers have much more to consider. When it comes to truck suspension, many four wheelers see it only as an instrument to fit the desired tire size they want under their truck.
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