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Rear toe-in provides better stability during cornering. Toe is usually adjustable in production automobiles, even though caster angle and camber angle are often not adjustable. Maintenance of front-end alignment , which used to involve all three adjustments, currently involves only setting the toe; in most cases, even for a car in which caster ...
Multi-link suspension allows the auto designer the ability to incorporate both good ride and good handling in the same vehicle. In its simplest form, the multi-link suspension is orthogonal—i.e., it is possible to alter one parameter in the suspension at a time without affecting anything else.
The rear wheels are located transversely by top links and wheel carriers (green) and lower links (cyan). The top link is the driving half-shaft with a universal joint at each end. The lower link pivots adjacent to the differential casing at its inboard end and where it meets the wheel carrier at the wheel hub casting (violet) at its outboard end.
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These two points dictate the kingpin axis. The third link, the toe link, contrains the wheels rotation around this axis. in the case of the front wheels, the length of the toe rod is controlled by steering input. In the rear, these are solid links which ensure that the tires continue to point down the road.
A key difference between the camber and toe changes of a twist beam versus a traditional independent suspension is the change in camber and toe is dependent on the position of the other wheel, not the car's chassis. In a traditional independent suspension, the camber and toe are based on the position of the wheel relative to the body.
Fully independent rear suspension with top and bottom wishbones plus toe link adjustment; Front suspension with top and bottom chrome moly, unequal, aerofoil wishbones; Fully adjustable race spec rose joints throughout; Elfin alloy uprights (front and rear), fully adjustable for camber, caster & toe
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