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The twist-beam rear suspension (also torsion-beam axle, deformable torsion beam, or compound crank) 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 sway bar of the suspension, by twisting as the two trailing arms move vertically, relative to each other.
The longitudinal location of the cross beam controls important parameters of the suspension's behavior, such as the roll steer curve and toe and camber angle compliance. The closer the cross beam to the axle stubs, the more the camber and toe change under deflection. 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. 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.
This type of 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, in 2004, Volkswagen dropped the twist-beam in favor of a true IRS for the Volkswagen Golf Mk5, possibly in response to its rival, the Ford Focus's "Control Blade" multi-link rear suspension introduced in 1999 – a first use of multi-link suspension in the segment. It came back on a twist-beam later for small-engine equipped variants of the Mk6 and Mk7 Golf.
General Motors in Europe (Vauxhall Motors and Opel) continued to use twist- or torsion-beam suspension up to the end of GM's ownership of the brand, and it was used on the 1982–1988 Cadillac Cimarron, Oldsmobile Firenza, and Buick Skyhawk. The twist-beam provided a cost saving of €100 per car compared to multi-link rear suspension, although the version used in the 2009–2018 Opel Astra also employed a Watts linkage at a cost of €20 to address the drawbacks and provide a competitive and cost-effective rear suspension.
Other competitors, the Renault Mégane, Peugeot 308, and Citroen C4 also have stayed with the twist beam. The sportiest models of its brands, such as the Renault Mégane RS and the Peugeot 308 II GTi, have proven that twist-beam rear suspension can provide a high level of performance on a compact car, on the racetrack, but also during the Moose test. The Peugeot 308 II was able to outperform its competitors equipped with multi-link rear axles by passing this test at 82 km/hArchived at Ghostarchive and the
target="_blank" rel="nofollow"> Wayback Machine: – only 3 km/h less than the Citroën Xantia Activa's world record of 85 km/h in 1999.
Kia Soul is also using twist-beam,http://www.kisouman.com/rear_torsion_beam_axle_components-1476.html |title=Kia Soul: Rear Torsion Beam although the larger Hyundai Elantra (HD) and Hyundai i30 models employed either a torsion beam or a true multi-link independent rear suspension depending on market and also trim level. Most i30 models produced in the Czech Republic have true multi-link independent rear suspension, while those produced in South Korea have torsion-beam rear suspension.
The fourth-generation Ford Focus has three rear suspension setups; most hatchback and saloon models have torsion-beam depending on market, while all wagon models have multi-link rear suspension.
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