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Twist-beam rear suspension

From Wikipedia, the free encyclopedia

Twist-beam rear suspension of a Volkswagen Golf Mk3

The twist-beam rear suspension (also torsion-beam axle or deformable torsion beam) is a type of automobile suspension based on a large H or C shaped member. The front of the H attaches to the body via rubber bushings, and the rear of the H carries each stub-axle assembly, on each side of the car. The cross beam of the H holds the two trailing arms together, and provides the roll stiffness of the suspension, by twisting as the two trailing arms move vertically, relative to each other.

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The coil springs usually bear on a pad alongside the stub-axle. Often the shock is colinear with the spring forming a coil-over. In many cases the damper is also used as a restraint strap to stop the arm descending so far that the coil spring falls out through being completely unloaded. This location gives a high motion ratio compared with most suspensions, which improving performance.[citation needed]

The longitudinal location of the cross beam controls important parameters of the suspension's behaviour, such as the roll steer curve and toe and camber compliance. The closer the cross beam to the axle stubs the more the camber and toe changes under deflection. A key difference between the camber and toe changes of a twist beam vs 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. With twist-beam if both wheels compress together their camber and toe will not change. Thus if both wheels started perpendicular to the road and are compressed together they will stay perpendicular to the road. The camber and toe changes are the result of one wheel being compressed relative to the other.[1]

This suspension is commonly used on a wide variety of front wheel drive cars (mainly compacts and subcompacts), and was almost ubiquitous on European superminis. Rear torsion-beam axles were introduced and popularised by Volkswagen when they changed from rear engined RR layout cars to front wheel drive FF layout cars in the 1970s.[2] The design was applied in the Audi 50 / Volkswagen Polo, Volkswagen Golf and Scirocco, all introduced in 1974.[3]

This suspension is usually described as semi-independent, meaning that the two wheels can move relative to each other, but their motion is still somewhat inter-linked, to a greater extent than in a true independent rear suspension (IRS). This can mildly compromise the handling and ride quality of the vehicle. For this reason, some manufacturers have changed to different linkage designs. As an example, Volkswagen dropped the twist-beam in favour of a true IRS for the Volkswagen Golf Mk5, possibly in response to the Ford Focus' Control Blade rear suspension as well as the Hyundai Elantra (HD) or newer and Hyundai i30. General Motors in Europe (Vauxhall and Opel) have continued to use twist- or torsion- beam suspension. This is at a cost saving of €100 per car compared to multi-link rear suspension.[4] Their latest version as used in the 2009-on Opel Astra uses a Watts linkage at a cost of €20 to address the drawbacks and provide a competitive and cost effective rear suspension.[4] The Renault Megane and Citroen C4 also have stayed with the twist beam.[5]


  • Low cost
  • Can be durable
  • Fewer bushings than multi-link suspension that are less stressed and less prone to wear
  • Simple
  • Neat package, reduces clutter under floor
  • Fairly light weight
  • Springs and shocks can be light and low cost
  • No need for a separate anti-roll bar - the axle itself performs that function


  • Basic toe vs lateral force characteristic is oversteer
  • Since toe characteristics may be unsuitable, adding toe-control bushings may be expensive.
  • Camber characteristics are very limited.
  • Not very easy to adjust roll stiffness
  • Welds see a lot of fatigue, may need a lot of development
  • Not much recession compliance - can be poor for impact harshness, and will cause unwelcome toe changes (steer effects)
  • Wheel moves forward as it rises, can also be poor for impact harshness (this can be negated by designing the beam with the mounts higher than the stub axles, which impacts on the floorpan height, and causes more roll oversteer)
  • Need to package room for exhaust and so on past the cross beam
  • Camber compliance may be high
  • No redress for wheel alignment. Alignment geometry is factory-set and not generally adjustable. Any deviation from factory specifications/tolerances could mean a bent axle or compromised mounting points.


  1. ^ "Archived copy" (PDF). Archived from the original (PDF) on 2010-07-10. Retrieved 2010-11-16.CS1 maint: archived copy as title (link)
  2. ^ Allen, James (December 2014). "Torsion-beam suspension". Automotive Engineer: 9.
  3. ^ Crolla, David (2015). Encyclopedia of Automotive Engineering. John Wiley & Sons. p. 2003. ISBN 9780470974025.
  4. ^ a b "Archived copy". Archived from the original on 2014-04-13. Retrieved 2012-09-09.CS1 maint: archived copy as title (link)
  5. ^ "Automotive engineer". 2010-12-01. Archived from the original on 2016-11-03. Retrieved 2016-12-29.

External links

This page was last edited on 27 September 2019, at 22:35
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