Imprint Contact 868 Videos
900.000 Callings


Wheel change
Save Energy

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

Floating axle

Click on respective picture to show the spring-movement of the axle!


In the history of the suspension, the floating axle was the first step forward, from the rigid, driven axle, towards the modern independent suspension. Without this, or a more complicated construction, power to the drive-axle cannot be realised. It was built until about 1970, in isolated cases (e.g., the VW-Beetle, picture below) somewhat longer. In this construction the unsprung masses are distinctly lower than with the driven rigid axle. One can easily recognize vehicles with a floating axle, because when raising the vehicle, the rear wheels take on a positive camber.


The differential gearbox is fastened onto the car-flooring. Near to the double-jointed floating axle (see picture 2) there are two joints installed, these are lubricated by the rear axle oil and sealed with rubber sleeves. The axle shafts, together with the wheels, carry out a pendulum-like movement when the springs are compress or rebound.
Because there were no drive-shafts with a permanent gease filling like we have today, there were no joints on the wheels. As welcome as the pendulum movement is when compressing the springs, so disadvantageous is it when the springs rebound. The wheels take on a positive camber, which causes the vehicle to have a tendency to tilt to the side when cornering.
This effect is reduced by the single-joint floating axle (picture 1), e.g., in the Mercedes 190 (1956) up to the /8 (1968). In these models a tiltable differential is mounted to the coachwork. Thus, these vehicles need only one joint. In addition, the pendulum shafts are longer, which somewhat reduces the change in camber when the springs compress or rebound. The tendency to positive camber can be further reduced, if the joint is placed as low as possible. At Mercedes this variation is partly combined with an additional coil-spring at the top between the two pendulum shafts. At this point, a practical, but not comfortable solution is the air springing, which is filled at the filling station and after discharging, is again bled off. 01/12

The floating axle would be unthinkable in todays cars with their wide wheels.               Top of page               Index
2001-2015 Copyright programs, texts, animations, pictures: H. Huppertz - E-Mail
Translator: Don Leslie - Email:

Our E-Book advertising