Quote:
Originally posted by strictlypersonl
No matter what kind of suspension you use, anti-squat is achieved by making the instaneous trailing arm axis be as high as possible. If it passes through the center of gravity (side projection), you acheive 100% anti-squat. The problem is that the wheel must follow a up-and-to-the-rear path as it moves under bump. It decreases basic braking and accelleration stability - it is essentially in a state of unstable equilibrium.
There is no way to change essential weight transfer under accelleration. The net force vector (weight+accelleration) will always create a moment that transfers weight. The front will always rise up, the only limitation being the front spring rate.
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Not according to my book. 100% anti-squat is achieved when the instantaneous trailing arm axis is anywhere on a line drawn between the rear tyre contact patch and a point directly above the front axle centreline at CofG height. The majority of anti-squat effect is caused by the torque reaction from a live axle being transmitted through the suspension and causing a jacking effect equal and opposite to the weight transfer. An IRS transmits no torque reaction through the suspension so ant-squat is severely limited.
As you say, there is no way to increase weight transfer but anti-squat DOES increase rear tyre loading and thus traction. For an IRS anti-squat also has the benefit of minimising any camber change due to suspension compression.