Whiteline Jim

Introduction to Anti-Dive and Anti-Lift
“Anti” features in suspension systems are a characteristic that can be used to influence the stiffness of the front or rear suspension under traction forces (under braking or accelerating).
The individual terms are relatively straightforward and self-explanatory with the “anti” reducing or totally restricting the characteristic (lifting or diving). In the front suspension there may be levels of anti-dive during braking and anti-lift during accelerating (assuming traction to the front wheels is present), similarly in the rear there could be anti lift during braking and anti-squat during acceleration.
It should also be noted that these characteristic can also be reversed into a “pro” characteristic (as in pro-lift at the front under braking). Anti features can only be implemented under the influence of the braking or accelerating forces at the wheels, for example a rear wheel drive vehicle cannot have an anti-lift characteristic in the front (as there is no drive to the front wheels).
These characteristics do not change the steady state load transfer (during braking or accelerating) at the tire contact patch. The load transfer during steady state acceleration or braking is a function of the wheelbase, CG height, and the braking force.
100% of anti-dive or anti-lift would give no deflections of the suspension (from the static ride height) during braking and accelerating. It does this by passing the extra load during accelerations through the suspension components instead of the spring. Similarly 0% anti-dive would pass the entire load through the spring giving maximum deflections. Anti-dive and anti-lift are calculated by the position of the side view instant center; this imaginary point in space is generated by the geometry of the suspension system.

To read on, click here http://www.whiteline.com.au/articles/Effect%20of%20WL%20ALK_b.pdf

Regards,
Whiteline Jim
jim@whiteline.com.au
www.whiteline.com.au