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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

  Coil spring from GFRP

No, springs made from Glass-Fibre Reinforced Plastic are nothing special in motor vehicle suspension. Already the 1981 Chevrolet Corvette was given these instead of steel springs. In the truck field, this spring has also been in service for some time now.

Indeed, one difference to the above shown spring must be emphasised: Up to now, this material has always been used for leaf-springs. A coil spring made of GFRP, is in fact, something new, particularly in mass-production. Audi has got together with an Italian supplier and wants to see them in the upper middle class range in the autumn of 2014.

Spring-steel is traditionally heavy. As a rule, the attempt to try to reduce weight here, ended in a small fiasco. In addition, not only the choice of material but also the nature of the surface of steel springs, is of great importance, since the highest strain is on the surface layer and if a spring is going to break, it'll start here.

The most important argument in favour of GFRP coil springs is however, the saving of about 40 percent in weight, compared with those mostly made of chrome-, silicon- or chrome-vanadium steel. In the case of the suspension, weight-saving brings double the advantage, because at the same time, the unsprung masses are reduced.

Perhaps the light green colour is not that important, even more so, the internal composition of twisted, impregnated glass-fibres. Around this core, which is only a few millimetres thick, further layers of the same material are wound alternately at an angle of 90 to each other. Finally, the hardening process takes place in an oven at a temperature of 100C.

Even though the two springs shown above have roughly the same amount of coils, because of the thicker GFRP-wire, it may quite easily have fewer. The springs being compared here, differ in weight from 2,7 kg to just about 1,6 kg. Thereby, in the case of the GFRP springs, the hardening process e.g., requires much less energy than the high-temperature surface decarbonisation treatment of the steel springs.

Coils springs are found in almost all motor cars, right up to the light-delivery-van class. Thus, an enormous area of application for the new springs has been opened up. Once the demand has been satisfied, one could continue with making GFRP-stabilizers, although in this case, the fact that tubing is used for the manufacture, may make it more difficult to achieve a weight reduction. 07/14               Top of page               Index
2001-2015 Copyright programs, texts, animations, pictures: H. Huppertz - E-Mail
Translator: Don Leslie - Email:

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