I see the term "anti-squat" referred to often online in print and on YouTube.

What is the definition of anti-squat? Is it merely a catch-all term to refer to the separation between the axle and the chassis upon launch? The movement downward of the axle as the suspension drives it down?

I've seen anti-squat referred to as a percentage; how do you calculate or measure that?

Thanks!
Troy

PS, I did just order a copy of Jerry Bickel's book. ;^)

It's currently being discussed in the "Big tire, not so fast door car...." thread. Copied this from Mike Ritow's post. I had seen it before.

quote:

Originally posted by Bad Nusz:
I see the term "anti-squat" referred to often online in print and on YouTube.

What is the definition of anti-squat? Is it merely a catch-all term to refer to the separation between the axle and the chassis upon launch? The movement downward of the axle as the suspension drives it down?

I've seen anti-squat referred to as a percentage; how do you calculate or measure that?

Thanks!
Troy

PS, I did just order a copy of Jerry Bickel's book. ;^)

The closer the IC is to CG, the higher percentage of anti squat

If you look closely at those pictures it will help you learn how the four link works. But even then it is not that simple. Weight, wheelbase, center of gravity, tires, shocks, Anti-roll bar all can change how the car needs to be set up.

One note as you move further away from neutral the shocks work harder and dampening becomes even more critical. In fact shocks are very important in making a car work right.

Anti-squat is the opposite of squat. Squat is what guys do when they T-bag ed behind the snack bar at the track..

Now THAT is the mother of all touché's!

Ah, thank you much guys. I'll download and save that neat diagram.
T.

quote:

Originally posted by imakehp:
Anti-squat is the opposite of squat. Squat is what guys do when they T-bag ed behind the snack bar at the track..

After that vision I want to rend my clothes, dress in sack-cloth, and sit in ashes!!

https://www.facebook.com/10000...s/4244369595581792/?

Anti-squat in action

quote:

Originally posted by imakehp:
Anti-squat is the opposite of squat. Squat is what guys do when they T-bag ed behind the snack bar at the track..

That should be on the Quotes thread.

There's always a trade off with squat and anti squat.

Springs support the weight of the car. Too light a spring and they compress too much when vehicle weight is sitting on them. Too stiff a spring and you might as will be running solid suspension.

Shocks on the other hand control the action of the springs. Neutral squat means the back of of the car doesn't rise or fall. Squat means the back end of the car drops down which also means the diff is lifting off the track. Anti squat is when the back end of the car lifts as the diff is moving down and driving the tires into the ground. Too much anti squat and you can get a lot of tire shake.

As for the shocks with anti squat, you want the shocks loose extension so that they'll extend quickly then allow slow compression as the vehicle moves down the track.

As with everything else, they are a tuning aid. Too much anti squat and you can get tire shake. Too little and you get wheel spin.

My car has anti squat however my IC is too high and I pull the front wheels too easily.

Cool explanation, Stephen; I wasted many years not knowing that stuff.
Will certainly keep in mind that warning about tire shake from too much anti-squat.

I've been told that the springs are the muscle of a suspension system and that the shocks are the brains.

Off topic, perhaps but-- how did you get an S10 manual brake master cylinder to work with (I presume) disc rear brakes?

Thx again,
Troy

quote:

Originally posted by Bad Nusz:
Off topic, perhaps but-- how did you get an S10 manual brake master cylinder to work with (I presume) disc rear brakes?

Thx again,
Troy

I use a manual proportioning valve mounted beside the drivers seat.