DYNATUNE END USER LICENSE AGREEMENT

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1 IMPORTANT NOTICE:SINCE THIS WORKBOOK IS PROTECTED BY COPYRIGHT PROTECTION SOFTWARE, YOU WILL NOT BE ABLE TO SAVE IT UNDER A DIFFERENT NAME. IF YOU WOULD LIKE TO DO SO, PLEASE COPY IN WINDOWS EXPLORER THE WORKBOOK AND RENAME IT. BY USING DYNATUNE YOU ACCEPT THE CONDITIONS WRITTEN IN THE EULA BELOW. DYNATUNE END USER LICENSE AGREEMENT DYNATUNE ( the Software Product ) and accompanying documentation is protected by copyright laws and treaties, as well as lawsand treaties related to other forms of intellectual property. DYNATUNE-XL or its subsidiaries, affiliates, and suppliers (collectively DYNATUNE-XL ) own intellectual property rights in the Software Product. The Licensee's ( you or your ) License/Software to download, use, copy, or change the Software Product is subject to these rights and to all the terms and conditions of this End User License Agreement ( Agreement ). 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2 DYNATUNE "EXPERT" SUSPENSION DESIGN MODULE 7.1 Copyright DYNATUNE-XL DYNATUNE SUSPENSION DESIGN MODULE (DSDM) has been developed in order to provide a convenient MS EXCEL based tool for quick parameter studies based on an elementary Suspension Geometry Data set. DYNATUNE SUSPENSION DESIGN MODULE is for calculation AND post processing entirely based on vector algebraic equations - which are commonly available in mechanical engineering handbooks and for decades have proven their validity. DYNATUNE SUSPENSION DESIGN MODEL has been developed to be used especially in the conceptual phase and/or during the final chassis development where it has proved to be also an excellent support tool for the engineers. DYNATUNE SUSPENSION DESIGN MODULE is a tool that is completely based on vector algebraic equations which are used for determining the generic 6 DOF motion equations (3 translations, 3 rotations) of a "free body in space". Based on this theory a "free body in space" can be fixed to "ground" with 6 separate links with each spherical joints at both ends. This knowledge can be transferred 1:1 onto a Suspension Upright which is hold by several suspension Links: By using only 5 of the 6 above mentioned links and by trans-forming the 6th link into a "spring", the free body movement of the Upright can be reduced to just 1 Degree of Freedom (Translational Displacement only): (vertical) wheel travel. By combining 2 links at one end one can create A-arms. And by combining 3 ore more links one can create H-Arms or Trailing Arms and so on. DYNATUNE SUSPENSION DESIGN MODULE comes with 3 Base Suspensions Configurations that cover 99% of all independent suspension types: 1) Generic 5 Link: This configuration permits to create most of the existing independent suspensions, that are not characterized by a McPherson type Strut. By combining cleverly two or more links one can create trailing arm suspensions, double wishbone suspension and various types of multi-link suspensions. 2) McPherson Strut: This configuration is a "particular" configuration of the Generic 5 Link Suspension where two of the upper links combine into an "infinitely" long upper wishbone creating in that manner the equivalent of a slider joint which is typical for any (McPherson) Strut Suspension. 3) Integral Link: The 2 above configurations assume that all links are attached on either chassis side or upright side. An Integral Link Suspension is characterized by he fact that ONE link is NOT attached to the chassis but to another link, causing a very particular configuration of the GENERIC 5 LINK concept GENERIC 5 LINK SUSPENSION EXAMPLES: Trailing Arm Suspensions: Double Wishbone Suspensions: Multilink Suspensions: McPHERSON EXAMPLES: INTEGRAL LINK SUSPENSION EXAMPLE:

3 COORDINATE SYSTEM(S) DYNATUNE SUSPENSION DESIGN MODULE provides 2 Coordinate Systems: a) The proprietary DYNATUNE SUSPENSION DESIGN MODULE COORDINATE SYSTEM called: DSDM (recommended to be used): The DYNATUNE SUSPENSION DESIGN MODULE Coordinate System's Origin is located at Ground Level "0" in the centerline of the AXLE with Positive X-Axis pointing Forward, Y-Axis pointing to the Left and Z-Axis pointing Up. Reference Wheel is always the Left Wheel. The various definitions for suspension angle's are aligned with their commonly used definitions in suspension analysis literature. Body Roll Angle Sign Convention follows Right Hand Rule around X-Axis. b) A typical OEM "CAR" COORDINATE SYSTEM called: OEM. A typical OEM Coordinate System is located at the center line of the car in front of the car before the most forward geometry data point of the car and below the most downward geometry data point of the car with Positive X-Axis pointing Rearward, Y-Axis pointing to the Left and Z-Axis pointing Up. This has been done to avoid a mixture of positive and negative numbers along X- and Z-Axis. When selecting the OEM Coordinate System in DYNATUNE SUSPENSION DESIGN MODULE the OEM coordinates will be internally transformed into the DYNATUNE SUSPENSION DESIGN MODULE Coordinate System with all it's sign conventions. RUNNING THE "BASE" SOFTWARE: Enter Data on the MASTER DASHBOARD Sheet: 1) Select Suspension Type.If wanted one can select an example Suspension for each Suspension Type out of 3 Standard Suspension Templates 2) Select Coordintate System - Use if possible the proprietary DYNATUNE SUSPENSION DESIGN MODULE Coordinate System. 3) If wanted a Project Name/ Number can be entered which will occur as legend on the graphs and characterize the name of the Results 4) Enter all Geometry Data. 5) Enter Additional Vehicle Data. At the bottom of the MASTER SHEET one can enter additional data for the % anti-lift / dive USER TOOL (carry over from DYNATUNE R&H Tool) - The Static Loaded Tire Radius will define where the Reference Plane for all Calculations will be located. Make sure that the number is correct (0) - Define maximum Jounce & Rebound Travel (these numbers will define primarily the calculation time). - Define maximum Rack Travel. By default the entered number should be positive. By entering a negative number the steering motion will be reversed towards a negative Y- Displacement of the Steering Rack Joint. 6) Select Analysis to be executed. - Typically on a Rear Suspension it is sufficient to execute the Jounce/Roll Motion. - On a Front Suspension one can additionally execute the Steering Motion. - If wanted a Combined Jounce/Roll Steering Motion can be excused in which the wheels will be steered as would happen in real life during cornering meaning that the inside wheel would steer in rebound motion versus Toe-Out and the outside wheel in jounce motion towards Toe-In. For a Combined the Jounce/Motion Flag must be activated. 7) Hit Calculate for creating the Results Running the Animation: 1) Set Animation Step Size. Default value is 10 which means that every 10th calculation data point will be used for animation 2) Set Tire width for Graphic's (only). 3) Select view - There are 7 pre-set views. If desired, a custom view can be created by entering specific numbers for viewing angles. 4) If necessary adjust the view Scaling Factor. During the animation it can happen that the view is refreshed automatically to adjust for the animated graphics. By changing this number one can zoom out avoiding the automatic update of the view. 5) Hit the Jounce Motion Button for the animation of the Jounce Motion OR any Combined Motion Results 6) Hit the Steering Motion Button for the animation of the Steering Motion Results only. 7) The Animation is in particular useful to verify whether the calculation ran successfully. If for some reason the calculation ran into trouble this will be visible. Typical examples for errors are for instance overrunning Steering Lock Angles or overrunning maximal possible travels in compression or extension. Post Processing the Results: 1) Results will be updated for the selected Calculation Procedures. By default with every new calculation ALL previously created Results and Animation Data will be deleted. Also by pressing the Button "Clear Calculation Results" the last Calculation Results and Animation Data can be erased. 2) The most important Results are shown in a Tabular Listing on the MASTER DASHBOARD next to some principal Graphs. 3) Further down on the MASTER DASHBOARD a total of 28 Graphs are available to evaluate all results. The data for these Graphs are ALL located in the RESULTS Sheet. The RESULTS Sheet is freely customizable. On each Graph up to a total of 5 Variants is pre-set to be plotted. The RESULTS Sheet contains MORE output data than displayed on the Graphs! Look at it!. 4) Each graph can be enlarged by pressing the button on the graph. The amount of zoom can be entered on the MASTER DASHBOARD Sheet. Courtesy EXCELCAMPUS.COM 5) If wanted the Results of a Simulation can be saved as a Reference data set. Up to 4 different data sets can be saved on sheets called REF1 to REF4 by pressing the corresponding button. For convenience each data set can be given a specific name which will be stored on the REFERENCE Sheet. The names of the RESULTS and REFERENCE Sheets CANNOT BE CHANGED. Data Handling: A Geometry Data Set can be exported out of DYNATUNE SUSPENSION DESIGN MODULE for convenient Data Transfer to another DYNATUNE SUSPENSION DESIGN MODULE License User. The File contains all necessary model data to re-create the model at a different location or at a later time. Specific Buttons are available on the MASTER DASHBOARD Sheet to do so. RESULTS can be exported to an external Excel file on the RESULTS Sheet. Beyond that, whenever saving data into a Reference Dataset all the (geometric) data of the model will also be saved allowing a future re-loading of the geometry. Any saved Results will however NOT be re-loaded meaning that the calculation has to be re-run in order to create a new actual results file. The Buttons are also on the MASTER DASHBOARD Sheet.

4 ADDITIONAL FEATURES IN "RACE" VERSION OF DSDM : In the "Race" version of DSDM one can add on top of all features of the "Base" Version additional Push-/Pull-Rod's with Rockers combined with either a T-Bar or a U-Bar Anti-Rollbar linkage. For user convenience 4 Templates are included as examples for the most commonly used configurations. However the tool permits total freedom in choosing different lay-outs. A custom "Probe" point can be added on the rocker in order to analyze for instance "packer" connections between rockers and their specific movement. 1) Push-Rod Rocker U-Bar Layout 2) Push-Rod Rocker T-Bar Layout 3) Push-Rod Rocker T-Bar 3rd Spring/Damper Layout 4) Push-Rod Rocker T-Bar Mono Spring/Damper Layout It is important to know that the tool assumes a layout in which jounce movement of the wheel is related to compression movement of the Spring/Damper unit. If this is not the case one can enter opposite signs on the travel input cells. Post Processing the extra "RACE" Results: 1) The most important Results of the Rocker System are shown in a Tabular Listing on the MASTER DASHBOARD next to some principal Graphs. 2) At the end of the MASTER DASHBOARD a total of 12 extra Graphs are available to evaluate all results of the Rocker System. The data for these Graphs are also ALL located in the RESULTS Sheet. Additional output data can be found there too.

5 DYNATUNE "EXPERT" SUSPENSION DESIGN MODULE MASTER CONTROL SHEET Copyright 0 DYNATUNE-XL This worksheet contains all relevant Suspension Geometry Data. Based on the "Generic 5-Link" approach geometry data have to be entered for 5 separate links, a spring/damper unit and some additional wheel and vehicle date. By combining the ends of two links one can create wishbone type links. By cleverly combining all links one can create almost all existing independent suspension systems. Beyond the "Generic 5-Link" Suspension one can select a "McPherson" type suspension in which 2 of the original 5 links will be substituted by the McPherson Strut or one can create a so called "Integral Link" Suspension in which one of the 5 links is not attached to ground but to another link. There are 2 Coordinate Systems available, Dynatune and OEM. It is recommended to always use the Dynatune Coordinate System (DSDM). The OEM coordinate system assumes typically the origin at Car Center Line significantly in Front and Below of the front end of the car with positive X-Axis pointing Rearward. If the OEM coordinate system is used the data will be internally converted to Dynatune Coordinate System with all of it signs conventions. NOTE THAT THE LEFT WHEEL IS ALWAYS USED AS REFERENCE. When using the Rocker Feature the tool assumes a layout in which jounce movement of the wheel is related to compression of the spring/damper unit. If not being the case do change the signs on jounce & rebound travel input. Angular rotations of Rocker or Anti-Rollbars are equally assumed to be positive in wheel jounce movement. All motion ratio's are absolute values. Jounce/Roll Motion, Steering Motion or Combined Jounce/Roll & Steering Motions can be calculated. Results are shown on this sheet and on the customizable Results Sheets. All Results are calculated by applied vector algebra. This means that especially for suspension with virtual steer axis all parameters will be calculated correctly. DATA CAN ONLY BE ENTERED IN THE BLUE/GREY CELLS. RESULTS ARE SHOWN IN THE YELLOW/RED CELLS SIGN CONVENTIONS IN DYNATUNE SUSPENSION DESIGN MODULE COORDINATE SYSTEM The Suspension Module Design () Toe In Rear View Left Side View Note: With the chosen angular Coordinate System's Origin is located at sign conventions on a Rear x Ground Level "0" in the center line of the x Suspension the Contact Patch Anti-Angle will typically be AXLE with the Positive X-Axis pointing x positive and on a Front Forward, the Y-Axis pointing to the Left recession and the Z-Axis pointing Up. Reference z Wheel is always the Left Wheel. The () Wheel Center Anti-Angle various definitions for suspension angle's are aligned with their commonly recession used definitions in suspension analysis literature. Body Roll Angle Sign Plan Top View () Camber () Caster Angle () Contact Patch Anti-Angle Convention follows Right Hand Rule around X-Axis SELECT SUSPENSION TYPE Enter Load Generic Load McPherson Load Integral SELECT COORDINATE SYSTEM 5-Link Template Link Template Template Project Name / ID GENERIC 5-LINK DSDM 3rd Spring Z Link Joint ID Nr. DESCRIPTION X Y Z 500 Knuckle GENERIC 5-LDSDM 0 1 Tie Chassis Joint Link MC PHERSOOEM INTEGRAL COUPLING Tie Knuckle Joint LIN 3 Spring Chassis Joint Spring Knuckle Joint NO ROCKER Lower Link 2 (or 2nd A-Arm Chassis Joint ROCKER ONLY, NO ARB LI Lower Link Knuckle Joint ROCKER 2 SPRING/DAMP Upper Link Chassi Joint ROCKER 2 SPRING/DAMPER & T-TYPE ARB TRUE ROCKER MONO SPRING/DAMPER & T-TYPE FALSE 8 Upper Link Knuckle Joint ARB 9 Upper Link 2 (or 2nd A-Arm Chassis Joint ROCKER 3 SPRING/DAMPER & T-TYPE ARB 10 Upper Link Knuckle Joint Spring/Damper@ Chassis Joint Rocker Joint WC Wheel Center Point WC ALIGN Calculated Wheel Center Alignment Point CP Calculated Contact Patch Link Stiffness [] 0 = deactivated 0 -Y X -X Y SELECT Load Template Load Template Load Template Load Template ROCKER 3 SPRING/DAMPER & T-TYPE ARB TYPE Rocker / U-BAR Rocker / T-BAR Rocker / 3rd Rocker / Mono Jounce Motion DESCRIPTION Knuckle Y Z Link Length Animation Angles of Rotation for Chart Rocker Pivot Point Rocker Pivot Alignment Point Steering Motion 27 X Angle ROCKER & Rocker Animation PUSHROD Y Angle GEOMETRY Link Joint Z Angle T-Type ARB Roll Animation Include Custom Probe Rocker ARB Drop Rocker Animation Rocker Drop U-BAR / T-BAR Step Size Top View Front View Right View U-BAR Bearing & Beam / T-BAR Bearing Tire Width Set to ISO ROLLBAR & mm U-BAR Bearing & Beam / T-BAR Bearing Align. Pt (grahics) View LINKAGE GEOMETRY T-BAR Lower Beam Bearing Axis Bottom View Rear View Left View 3rd T-BAR Top Beam Point Scaling Factor rd Chassis (changes axis scaling to avoid automatic graph adjustments during animation) Select Push/Pull Rod Wheelside Attachment Link Static Loaded Tire Radius 3200 mm Static Toe 00 Static Camber 00 Max. Jounce Spring/Damper 200 mm Max. Rebound Spring/Damper -200 mm Steering Rack Ratio Max. Steering Rack Travel mm 500 mm / 360 SWA Wheelbase mm 0 for Rear Suspension * enter TRUE FALSE Calculate Jounce/Roll Motion Results Calculate Combined Jounce/Roll & Steering Motion Results FALSE Calculate Clear Calculation Results Calculate Steering Motion Results Set Results as Ref 1 Clear Ref 1 Data Load Ref 1 Geometry GOTO RESULTS GOTO REF 1 GOTO REF 2 GOTO REF 3 GOTO REF 4 Set Results as Ref 2 Set Results as Ref 3 Set Results as Ref 4 Clear Ref 2 Data Clear Ref 3 Data Clear Ref 4 Data Load Ref 2 Geometry Load Ref 3 Geometry Load Ref 4 Geometry 3rd Spring EXPORT GEOMETRY IMPORT GEOMETRY REF 1 REF 2 REF 3 CREATE FRONT SUSPENSION DATA FILE FOR DYNATUNE REF 4 Name Ref. Set CREATE REAR SUSPENSION DATA FILE FOR DYNATUNE Wheel Angular Displacements KINEMATIC REF. WHEEL POSITION 0 mm in Jounce Wheel Translational Displacements 3 RESULTS - STATIC SUSPENSION SYSTEM PARAMETERS Bump Steer Camber Gain Roll Center Height Roll Center Height Movement / Spring/Damper Travel / Wheel Center Contact Patch [ /m] [ /m] Wheel Travel Ratio [-] Wheel Travel Ratio [-] Anti-Angle Anti-Angle RESULTS - STATIC STEERING SYSTEM PARAMETERS Steering Ratio Toe Camber Caster Caster Trail KPI Scrub Radius KPI Off. Caster Off Angle CAMBER TOE ANGLE ANGLE RESULTS - STATIC PUSH-/PULL-ROD, ROCKER & ROLLBAR LINKAGE PARAMETERS U-Bar Beam T-Bar Beam U-Bar Motion T-Bar Motion Push-/Pull-Rod Rocker Angular Motion 3rd Spring/Damper Motion Ratio [-] Ang. Motion Ang. Motion Ratio [-] Ratio [-] Motion Ratio [-] Ratio [ /mm] Ratio [ /mm] Ratio [ /mm] N/A N/A Displacement CONTACT PATCH LATERAL DISPLACEMENT WHEEL CENTER RECESSION RESULTS - SUSPENSION COMPLIANCE TABLE McPherson Damper Piston Rod Diameter (Bending) Make sure to have executed a Jounce Motion Calculation for correct Compliance Numbers mm Pneumatic Trail (n) 25.0 mm Lateral Outside Lateral Outside Vertical Braking Acceleration Longitdinal Impact CP CP * enter 0 for Rigid Damper Toe Aligning Torque Stiffness /knm CP CP WC WC WITHOUT Pneumatic Trail WITH Pneumatic Trail Toe Compliance [ /kn] Tie Rod Link Stiffness 1000 Camber Compliance [ /kn] Spring Link Stiffness Caster Compliance [ /kn] A-Arm leg) Stiffness Lower Link 2 (or 2nd Patch X Compliance [mm/kn] Upper Link 1 Stiffness Contact Contact Patch Y Compliance [mm/kn] nd A-Arm Leg) Stiffness Upper Link 2 (or Wheel Center X Compliance [mm/kn] Wheel Center Y Compliance [mm/kn] Input Parameters for Dynatune R & H All Compliance Data refer to Design Position GRAPHIC RESULTS SECTION. GRAPHS CAN BE ENLARGED SHOW GRAPHS Set Zoom Amount Width: 200% Height: 200% Jounce/Roll Motion Results 3 Toe Angle 3 Bump Steer Gradient 3 Camber Angle 3 Camber Angle Gain Angle Gradient [ /m] Angle Gain [ /m] 0.10 Roll Steer 4 Roll Camber 3 Spring/Damper Motion Ratio 3 Tire Patch Lateral Displacement Roll Steer [ / ] Roll Camber [ / ] Roll Angle right wheel in compression Roll Angle right wheel in compression Tire Patch Lateral Displacement

6 3 Roll Center Height in Jounce 3 Roll Center Height Motion Ratio 7.0 Roll Center Height in Roll 15 Lateral Roll Center Migration in Roll Roll Center Height Roll Center Migration Roll Center Height Roll Center / Wheel Center Travel Roll Angle right wheel in compression Roll Angle right wheel in compression 3 Wheel Center Recession 3 Wheel Center Anti-Angle 3 Contact Patch Recession 3 Contact Patch Anti-Angle Wheel Center Recession Angle Contact Patch Recession Angle HIDE GRAPHS SHOW GRAPHS Steering Motion Results Rack Travel Toe Angle Caster Angle Caster Angle Camber Angle KPI Angle Camber Angle KPI Angle Scrub Radius 60 Caster Trail 60 Caster Offset KPI Offset Scrub Radius Caster Trail Caster Offset KPI Offset % Ackermann Inside / Outside Toe Difference Angle Overall Steering Ratio Percentage Ackermann [%] Toe Difference Angle Average Steer in Angle Rack Travel SWA Angle / Toe Angle [ / ] Camber Angle Gain [ / ] Camber Angle Gain With Steering HIDE GRAPHS SHOW GRAPHS Rocker & Roll Bar Linkage Results 3 Spring/Damper Motion Ratio 3 U-BAR Motion Ratio 3 T-BAR Motion Ratio 3 Push- / Pull-Rod Motion Ratio Rocker Angle Motion Ratio 3 U-BAR Beam Angle Motion Ratio 3 T-BAR Angle Motion Ratio 3 3rd Spring/Damper Motion Ratio Rocker Angle Motion Ratio [ /mm] U-BAR Beam Angle Motion Ratio [ /mm] T-BAR Beam Angle Motion Ratio [ /mm] 3 Rocker Rotation Angle 3 U-BAR Beam Deflection Angle 3 T-Bar Beam Deflection Angle 3 3rd Spring/Damper Travel Rocker Rotation Angle U-BAR Beam Deflection Angle T-BAR Beam Deflection Angle 3rd Spring/Damper Deflection

7 Toe SUSPENSION LOADCASE ANALYSIS TOOL Execute prior a Jounce Motion (ONLY) Calculation for Correct Link Load Numbers! Camber Caster Caster Trail All link loads are acting in the centerline of the link. Positive Values indicate a Tension Load and Negative Values indicate a Left Wheel Braking Load CP N * = Tension Load, - = Compression Load Left Wheel Lateral Load CP N Tie Rod Link * Left Wheel Vertical Load CP N Spring Link * Left Wheel Accel./ Impact WC N Lower Link 2 (or 2nd A-Arm Leg) * Pneumatic Trail (n) 2 mm Upper Link 1 * Push/Pull Rod Load * 0 N Upper Link 2 (or 2nd A-Arm Leg) * Link Load * Link Deflection VEHICLE LOADCASE Wheelbase 270 mm CoG Height 45 mm Front Down Force Static Fr. Corner Weight 2845 N Mass 100 kg N Static Rr. Corner Weight 2060 N Weight Distribution 58.0 % Forward Rear Down Force Long. Weight Transfer 1635 N/g Front Track Width 150 mm N Lat. Fr. Weight Transfer 1707 N/g Rear Track Width 150 mm Down Force Negative Lat. Rr. Weight Transfer 1236 N/g Tire Friction/Grip Coefficient Lift Force Positive In the Loadcase Template the Vertical Corner Loads will be calculated according the inserted vertical / lateral / longitudinal g-loads and - if applicable - aerodynamic forces. The resulting vertical corner load will be multiplied with the Friction Coefficient Mue of the Tire in order to calculate the maximum achievable lateral & longitudinal forces at the wheels (theoretical values). There is however no sanity check in the model whether the real vehicle actually can produce these (corner) loads. LOADCASE TEMPLATE Loadcase Nr. Cornering [g] Braking negative [g] Acceleration positve [g] Vertical [g] Vertical Vehicle Load Lateral Vehicle Long. Vehicle Load Load STATIC BUMP ACCELERATION ACCELERATION VERTICAL BUMP BRAKING BRAKING VERTICAL BUMP CORNERING CORNERING VERTICAL BUMP COMBINED CORNERING ACCELERATION COMBINED CORNERING ACCELERATION VERTICAL BUMP COMBINED CORNERING BRAKING COMBINED CORNERING BRAKING VERTICAL BUMP FRONT SUSPENSION WHEEL LOADS Loadcase Nr. Fz due to G & Fr. Down Force LEFT WHEEL = OUTSIDE WHEEL Max. Fy due to Fz & Grip Max. Fx due to Fz & Grip LEFT WHEEL = INSIDE WHEEL Fz due to G & Fr. Down Force Max. Fy due to Fz & Grip STATIC VERTICAL BUMP ACCELERATION <-! -> ACCELERATION VERTICAL BUMP Max. Fx due to Fz & Grip BRAKING BRAKING VERTICAL BUMP CORNERING CORNERING VERTICAL BUMP COMBINED CORNERING ACCELERATION ! -> COMBINED CORNERING ACCELERATION VERTICAL BUMP COMBINED CORNERING BRAKING COMBINED CORNERING BRAKING VERTICAL BUMP REAR SUSPENSION WHEEL LOADS Loadcase Nr. LEFT WHEEL = OUTSIDE WHEEL Fz due to G & Max. Fy due to Max. Fx due to Rr. Down Force Fz & Grip Fz & Grip LEFT WHEEL = INSIDE WHEEL Fz due to G & Max. Fy due to Max. Fx due to Rr. Down Force Fz & Grip Fz & Grip STATIC VERTICAL BUMP ACCELERATION ACCELERATION VERTICAL BUMP BRAKING BRAKING VERTICAL BUMP CORNERING CORNERING VERTICAL BUMP COMBINED CORNERING ACCELERATION COMBINED CORNERING ACCELERATION VERTICAL BUMP COMBINED CORNERING BRAKING ! -> COMBINED CORNERING BRAKING VERTICAL BUMP Typical Reference Numbers for Stiffness Values OVERALL LINK STIFFNESS CALCULATION TOOL Bracket / Upright / Knuckle / Chassis Mounting Rose Joint Full Profile Link / A-Arm Section Standard Bushing (Radial) Top Mount (Radial) Assembled Overall Link Stiffness Bushing / Joint Stiffness [] "Link" Section Stiffness [] Bushing / Joint Stiffness [] Bracket / Upright / Knuckle Mounting Stiffness [] Bracket / Chassis Mounting Stiffness [] Link Section Length 30 mm Tube Circular Section E-Modulus Material ^2 Diameter D 25.0 mm Outer Link Cross-Section Area 50 mm^2 Inner Diameter d mm Calculated Stiffness for Link Section Total Area mm^2 PERCENTAGE ANTI-LIFT / ANTI-DIVE CALCULATION TOOL Front Rear Wheel Center Anti Lift Angle / Anti Squat Angle* DATA FALSE AS FRONT SUSPENSION0 USE DSDM Contact Patch Anti Dive Angle / Anti Lift Angle* Percentage Front Brake Distribution 700 % Front Percentage Rear Drive Torque 500 % Rear USE DSDM DATA FALSE AS REAR SUSPENSION 0 Vehicle Center of Gravity Height 5500 mm Wheelbase mm * Front Suspension Anti-Angles Change Sign from DSDM to Vehicle Coordinate System Front Suspension Side-View Instantaneous Center Rear Suspension Side-View Instantaneous Center Anti-Lift Angle 2.00 Anti-Squat Angle 5.00 Anti-Lift Angle Anti-Dive Angle 5.00 Anti-Lift Angle Anti-Squat Angle Anti-Dive Angle Wheelbase mm Front Anti Dive % % Rear Anti Squat % % Front Anti Lift % 7.93 % Rear Anti Lift % % Anti-Lift Angle

8 DO NOT MODIFY COLUMN A - DR. DO NOT RENAME SHEET. OTHERWISE SHEET CAN BE CUSTOMIZED TO LIKING 3rd Spring SPRINGTRAVEL WHEELTRAVEL RACKTRAVEL SPRING TO WHEEL RATIO [-] TOE ANGLE BUMPSTEER GRADIENT [ /m] ROLL STEER GRADIENT [ / ] CAMBER ANGLE CAMBER GAIN [ /m] ROLL CAMBER GRADIENT [ / ] ROLLCENTER HEIGHT ROLLCENTER / WHEELTRAVEL RATIO [mm/mm] WHEEL CENTER ANTI- ANGLE CONTACT PATCH ANTI- ANGLE WHEEL CENTER RECESSION WHEEL CENTER LATERAL DISPLACEMENT CONTACT PATCH LONGITUDINAL DISPLACEMENT CONTACT PATCH LATERAL DISPLACEMENT CONTACT PATCH VERTICAL DISPLACEMENT INPUT DATA GENERIC 5-LINK DSDM 3rd Spring DESCRIPTION Knuckle Y Z Tie Chassis Joint Tie Knuckle Joint Spring Chassis Joint Spring Knuckle Joint Lower Link 2 (or 2nd A-Arm Chassis Joint Lower Link Knuckle Joint Upper Link Chassi Joint Upper Link Knuckle Joint Upper Link 2 (or 2nd A-Arm Chassis Joint Upper Link Knuckle Joint Spring/Damper@ Chassis Joint Rocker Joint Wheel Center Point Calculated Wheel Center Alignment Point Calculated Contact Patch Select Push/Pull Rod Wheelside Attachment Link Static Loaded Tire Radius 3200 mm Static Toe Static Camber Max. Jounce Spring/Damper 200 mm Max. Rebound Spring/Damper -200 mm Steering Rack Ratio Max. Steering Rack Travel mm Wheelbase mm Vertical/Roll Motion ROCKER 3 SPRING/DAMPER & T-TYPE ARB DESCRIPTION Knuckle Y Z Rocker Pivot Point Rocker Pivot Alignment Point Rocker ARB Drop Rocker Link Joint Include Custom Probe Rocker Rocker Drop U-BAR / T-BAR U-BAR Bearing & Beam / T-BAR Bearing U-BAR Bearing & Beam / T-BAR Bearing Align. Pt T-BAR Lower Beam Bearing Axis rd T-BAR Top Beam Point rd Chassis Include Custom Probe COMPLIANCE DATA McPherson Damper Piston Rod Diameter (Bending) 00 mm Pneumatic Trail (n) mm Toe Compliance [ /kn] Camber Compliance [ /kn] Caster Compliance [ /kn] Contact Patch X Compliance [mm/kn] Contact Patch Y Compliance [mm/kn] Wheel Center X Compliance [mm/kn] Wheel Center Y Compliance [mm/kn] Toe Aligning Torque Stiffness /knm Lateral Outside CP WITH SUSPENSION SYSTEM PARAMETERS FOR VERTICAL (& ROLL & COMBINED JOUNCE/STEERIN Vertical CP Braking CP Acceleration WC Longitdinal Impact WC Lateral Outside CP WITHOUT Angle Toe Angle Gradient [ /m] Bump Steer Gradient Angle Camber Angle Gain [ /m] Camber Angle Gain Roll Steer [ / ] Roll Angle right wheel in compression Roll Steer Roll Camber [ / ] Roll Angle right wheel in compression Roll Camber Spring/Damper Motion Ratio