Talk:Active suspension

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Formula 1[edit]

Both Williams and Lotus experimented with active suspensions. In the times of the "inverted-wing" cars, the goal was to provide a constant ride height throughout a lap. See for example the 1987 Lotus 99T-Renault. Later, with the new "flat-bottom" regulation, Williams developed a true active suspension, with computer-controlled length of travel and speed of movement. See for example the 1992 Williams FW14B-Renault. Aldo L (talk) 06:41, 21 November 2010 (UTC)

Citröen Hydractive system[edit]

The Citröen Hydractive system was actually the first mass-produced intelligent system that controlled the two most important parameters in the elasticity of a suspension system: its length of travel and its speed of movement. Most semi-active systems only control the speed of movement via the setting of the shock absorbers, but do not change the setting of the springs. (The Xantia Activa's novel feature was a further development of the constant-height system introduced in 1955 by the DS, this time adding lateral control to the longitudinal control. This feature do not change the setting of the suspension in any manner, though the Xantia was also equipped with the Hydractive system.) Pondering these capabilities, all Citröen Hydractive systems would thus qualify as active systems. Aldo L (talk) 06:50, 21 November 2010 (UTC)

Years ago I read a piece in CAR magazine, authored by the late LJK Setright, which claimed that Citroen had a working system on a DS around 1959-60. I presume that cost and/or complexity in the pre-electronic era prevented it from reaching production. the same article mentioned AP testing a system later in the 1960s, installed in, of all things, a Hillman Hunter. Mr Larrington (talk) 14:25, 11 August 2011 (UTC)
Fully active systems allow the controller total authority over the motion of the wheels and body, to within the limits imposed by their masses. As you reduce the power and bandwidth of the actuators, fully active segues into semi-active, such as variable ride heights, and then adaptive type systems such as variable passive damping and variable stiffness sta bars are even lower on the scale. I am pretty sure that Rolls Royce got seriously interested in an active system based on citreon's technology, but so far as I know neither citreon nor RR ever got close to productionising a powerful active system. Marketing people and fanbois love to refer to 'active' suspensions, but they are rare beasts. Certainly most of the suspensions listed as active in this article are mislabelled. Since, of course, marketing people write the PR blurb, and journalists swallow it whole, and fanbois write wiki articles, inevitably the silly marketing claims end up as cited statements. Oh well, nobody dies as a result, it really doesn't matter much.Greglocock (talk) 07:26, 22 August 2012 (UTC)
To answer the question of Citroen getting involved with Rolls Royce and others, its hydropneumatic suspension was fitted on the Mercedes-Benz 6.9 L: — Preceding unsigned comment added by (talk) 00:00, 4 October 2012 (UTC)

Automotive Products[edit]

Automotive Products (AP) did a Rover 3500 (2000 bodyshell, V8) which was fully active - all suspension by hydraulic cylinders, back in about 1975. It handled like a 911! Absorbed a lot of power (>50 hp from memory) and never went into production. — Preceding unsigned comment added by (talk) 09:41, 23 May 2013 (UTC)

Gosh, and yet by 1978 they had scrapped it unlike all the other Rover and Triumph protos which they kept. Or perhaps, more likely, it never existed. Greglocock (talk) 12:00, 23 May 2013 (UTC)
Was it a prototype by Rover (the vehicle manufacturer) or a prototype by AP (third party)? And of course, we need some form of documentation.  Stepho  talk  22:05, 23 May 2013 (UTC)
I apologise, it was an AP project Rover weren't directly involved.
Greglocock (talk) 06:16, 24 May 2013 (UTC)