Suspension Designer

Corvette-style double wishbone, front and rear, as a starting point for a custom drift chassis
Move the car ?

3D view

Drag to orbit, right-drag to pan. Follows heave, roll, steering, jacking and ride height. Car's right is toward the camera in "Whole car". Wheels: the blue ring is the wheel centerline and the blue bar runs from it to the mounting face, which is the offset (ET). The hub runs from the knuckle out to that face.

Side view

Front of the car is to the right. Drag the arm bushings (open circles), hold Shift for fine moves. Geometry shown at ride height.
Steering axis Upper arm (bushing to bushing = pivot axis) Lower arm Through the ball joint, parallel to the axis, to the IC Force line 100% line Rear anti-lift line

Top view

Rack Tie rod Steering arm (steering axis to outer tie rod) Wheel axle lines to the turn center Front of the car is to the right. Car's left is at the top.

Front view

Looking at the front of the car

Rear view

Looking from behind the car
Lower arm Upper arm Tie rod / toe link Shock Steering axis Arm lines to IC Contact patch to IC (roll center) Corvette baseline

Drift checks

Each check says where its rule comes from: the reference calculators, or my own threshold.

Readouts

Small numbers under each value are the change from the Corvette baseline.

Steering through the lock

Left is full right lock, right is full left lock (rack travel %). Car's left wheel and car's right wheel, solid is your setup, dashed is the Corvette baseline. Lines stop where the linkage binds.

Wheel angle (+ is pointing left)

Camber while steering (caster + KPI)

Steering jacking: corner lift (+ pushes the car up)

Self-steer (drift estimate)

Inputs: Car tab → Self-steer model

A left-hand drift, countersteering right. The right front is the lead wheel and takes the load transfer. Each front tire's forces (side force = μ × load, plus its load) are applied at the real contact patch and turned into torque about the tilted steering axis in 3D, then through the steering linkage to the rack and wheel. + pushes the wheels further into countersteer (self-steer), − pulls them back to center. Solid is your setup, dashed is the Corvette baseline.

Torque about each steering axis (N·m)

Lead totalTrail totalLead: side force × trailLead: weight (jacking)

Steering wheel torque, no assist (N·m)

Your setupCorvette baseline

Through the travel

Left is droop, right is bump, ±60 mm. Front and rear, solid is your setup, dashed is the Corvette baseline. Dots are where the car sits now.

Camber

Roll center height

Bump steer (toe, + is toe in)

Motion ratio

Where the numbers come from. Front geometry, side-view pivot angles, wheelbase, CG, weight split, tire radii and the 66% front brake share are decoded from the reference calculators (see corvette-geometry.js). Controls marked assumed start from values I picked because the apps don't have them: rear front-view pickups and track, caster, hub offset, tie rod and toe link positions, shocks, and the fore/aft spacing of the arm bushings (±150 mm, the spacing the reference calculators draw them at). Bushing heights are set so the pivot axes match the reference angles and front-view pivot heights. The side view uses the front-view tire radius (319.85 mm) so both views agree; the anti-dive reference uses 326.6 mm. The reference calculators also note their example cars are "not identical" to the real chassis ("Every hard point has been moved slightly"), so use this to learn and compare, and measure real points before building.

Model limits. Front and rear views are 2D solves of each corner, with the contact patch kept on the ground. Bump steer is a 2D tie rod length check. Side view anti percentages are at ride height. Each arm's two bushings sit at the same lateral position (pivot axes run straight fore/aft in plan view), and the front-view pivot height is where that axis passes the ball joint. Steering is a plan-view linkage (rack, tie rod, steering arm) solved at ride height; the wheel angle it gives is then turned into camber and lift with a 3D rotation about the steering axis (caster + KPI), and that's added to the suspension camber in the front view. "Binding" is when the tie rod gets within 12° of straight in line with the steering arm, or the linkage flips over center (my threshold). Ackermann % is measured against 100% = both front wheels circling the same point on the rear axle line.