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Video History-Suspension 1
Video History-Suspension 2
Video History-Suspension 3
Video History-Suspension 4
Video History-Suspension 5
Video History-Suspension 6
Video History-Suspension 7

Video Undercarriage 1
Video Undercarriage 2
Video Steering Wheel 1
Video Steering Wheel 2
Video Steering Lock
Video Steering
Video Safety Steering
Video Rack Pinion Steering
Video Steering Ratio 1
Video Steering Ratio 2
Video Steering Ratio 3
Video Ball Steering
Video Worm Roller Steering
Video Hydraulic Power Steer. 1
Video Hydraulic Power Steer. 2
Video Electr. Power Steer. 1
Video Electr. Power Steer. 2
Video Electr.-hydraulic Pump
Video Torque (power steer.)
Video Electr. Stab. Program
Video Finger Steering
Video One-piece Track Rod
Video Four Wheel Steering 1
Video Four Wheel Steering 2
Video Four Wheel Steering 3
Video Dry Joint
Video History
Video Suspension control 1
Video Wheel positions
Video Suspension
Video Spring systems
Video Electr. Air Suspension
Video Center of Gravity
Video Oblique/lateral drift angle
Video Elasto-kinematics
Video Elk Test
Video Wheel Bearing 1
Video Wheel Bearing 2
Video Wheel Bearing 3
Video Wheel Bearing 4
Video Ind. pulse sensor
Video Wheel sensor 2
Video Transversal Axis
Video Suspension Carrier
Video Below View
Video Adj. suspension
Video Stabilizer 1
Video Stabilizer 2
Video Double-wishbone 1
Video Double-wishbone 2
Video Double-wishbone 3
Video Air suspension truck
Video McPherson Strut 1
Video McPherson Strut 2
Video McPherson Strut 3
Video McPherson Strut 4
Video Trailing Arm
Video Twist-beam Rear Axle
Video Space Arms
Video Multilink Axle
Video Semi-trailing Arm Axle
Video Rear-wheel Drive
Video Electr. Stab. Program
Video ABS/ESP-Hydr. Unit
Video One-arm Swing. Fork
Video Formula-3 Racing Car
Video Pend. Wheel Suspen.
Video Torson Crank Suspen.
Video DeDion Axle 1
Video DeDion Axle 2
Video Rigid Axle 1
Video Rigid Axle 2
Video Rigid Axle 3
Video Rigid Axle 4
Video Rigid Axle 5
Video Self steering axle
Video Track rod joint
Video Springs
Video Coil Spring 1
Video Coil Spring 2
Video Coil Spring 3
Video Leaf Spring
Video Torsion Bar Spring
Video Rubber Suspension
Video Hydropn. Suspension
Video Air Suspension 1
Video Air Suspension 2
Video Shock Absorber 1
Video Shock Absorber 2
Video Shock Absorber 3
Video Shock Absorber 4
Video Shock Absorber 5
Video Single-tube Damper 1
Video Single Tube Damper 2
Video Double-tube Damper
Video Shock Absorber Piston
Video Friction Absorber
Video Tyres
Video Wheel Positions

Video Tyre Calculation
Video Inch -> mm
Video Slip
Video Axle Load Distrib.
Video Payload Distrib.
Video Roller Resistance 2

Video Wheel suspension 1
Video Wheel suspension 2
Video Wheels 1
Video Suspension 1
Video Suspension 2
Video Suspension 5
Video Steering 1
Video Steering 2

          A B C D E F G H I J K L M N O P Q R S T U V W X Y Z

  Torsion Bar Springing


The torsion bar spring suspension should absorb road imacts through a metallic connection between the car body and (as a rule) the lower part of the wheel suspension. It has a very prominent inventor, namely Ferdinand Porsche. In contrast to the coil spring, it saves space. (e.g., for the usable boot width)


The torsion bar spring is frequently used as a stabiliser and is often integrated into the wheel suspension. An L or U profile provides, in connection with e.g., two trailing arms, for a simple rear-axle construction. While normally a simple solid, round steel bar or tube has to cope with the torsion-stress, in the torsion bar suspension other forms, or even packages of flat steel are also found. A multiple interlocking or a lever with a stop-bolt allows the setting of the preliminary tension. This makes the altering of the 'vehicle-to-road' height possible, (e.g., when lowering the vehicle) without having to exchange any components. The torsion bar suspension can neither be progressive, nor does it have the self-damping properties of the multiple leaf spring.

Unfortunately nowadays, the torsion bar springs have become extremely rare in motor vehicles, if one ignores the ubiquitous stabilisers.This used to be different. The VW-Beetle and it's offspring were famous for their torsion bar suspension. Ever since the appearance of the Golf 1, almost unwillingly, or so it would seem, have they gone over to the coil spring. The torsion bar suspension was, at that time, found even more frequently in French motor cars, at least in the models up to the mid-range.

Shown above are four typical representatives. The rear axle of the VW-Transporter (identical in construction to the Beetle) has two short torsion bars, which are installed side-by-side, in one axle tube. In the above picture, the most modern design with a double-jointed axle can be seen. The Peugeot axle is completely different. This only required little effort, because this is not a driven-axle, it simply hangs on.This counts for the following two constructions as well. They however, are a bit more complex, because due to the higher suspension-comfort, longer torsion bars had been used. Two solutions emerge: Renault placed the two torsion bars one in front of the other and used equally long trailing arms, which gave the R4 or R5 differing wheelbases (!) on the right and on the left. Simca's construction was more elegant, they placed the torsion bars crosswise in the available space. This way, they did not disturb each other and the right- and left wheelbases could remain the same. 09/11               Top of page               Index
2001-2015 Copyright programs, texts, animations, pictures: H. Huppertz - E-Mail
Translator: Don Leslie - Email:

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