[ajgriffin]

Originally Posted by robnolimit

Anti-squat, is a term for rear suspension. And, Anti-dive, is for front suspension. This is discussed in a % number, such as 50%, to compare how much of the wieght transfer, or load, is put into the spring, and how much of it goes to the tire. The front is easier to visualise. With low anti-dive, the front of the truck nose dives when you apply the brakes, most of the load goes to compress the suspension, not into the tire. with more anti-dive the energy would go into the tire, and not compress the suspension as much. In the rear, anti-squat is similar. Drag cars often have anti-squat values of more than 100%, all load to the tire +, But they don't have to worry about corners or braking off-camber. High anti-squat values tend to lead to wheel hop during hard braking. Anti-dive, and anti-squat geometry are linked to CG, RC, and ft/rr wieght bias. In a pickup, with a high CG, typically low RC, and an average of 58% nose wt, we shoot fot anti-dive in the 60-70% range, and anti-squat in the 40-45% range.

So how does the anti-squat number affect acceleration?