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ANGULAR SUSPENSION

A COMPETENT DRIVER WILL NEED THE BASICS OF GEOMETRY

TEXT / EVGENY BORISENKOV

The simplest and seemingly obvious solution is to not make any corners at all. In this case, the wheel during compression and rebound remains perpendicular to the road, in constant and reliable contact with it (Fig. 1). True, it is structurally quite difficult to combine the central plane of rotation of the wheel and the axis of its rotation (hereinafter we are talking about the classical double wishbone suspension rear-wheel drive "Lada"), since both ball joints coupled with braking mechanism Wheels don't fit inside. And if so, then the plane and the axis “diverge” by a distance A, called the rolling shoulder (when turning, the wheel rolls around the ab axis). In motion, the rolling resistance force of the non-driving wheel creates a noticeable moment on this shoulder, which changes abruptly when driving over uneven surfaces. Few people would enjoy driving with a steering wheel constantly tearing out of their hands!

In addition, you will have to work hard to overcome this very moment in the turn. Therefore, positive (in in this case) it is desirable to reduce the rolling shoulder, or even reduce it to zero. To do this, you can tilt the rotation axis ab (Fig. 2). It is important here not to overdo it, so that when moving up, the wheel does not fall too much inward. In practice, they do this: slightly tilting the rotation axis (b), the desired value is obtained by tilting the plane of rotation of the wheel (a). Angle a is the camber. At this angle the wheel rests on the road. The tire in the contact zone is deformed (Fig. 3).

It turns out that the car is moving as if on two cones, tending to roll to the sides. To compensate for this trouble, the planes of rotation of the wheels must be brought together. The process is called toe adjustment. As you may have guessed, both parameters are tightly connected. That is, if the camber angle is zero, there should be no toe-in; negative - divergence is required, otherwise the tires will “burn.” If the car has a different wheel camber, it will be pulled towards the wheel with a greater inclination.

The other two angles ensure stabilization of the steered wheels - in other words, they force the car to drive straight with the steering wheel released. The first corner, already familiar to us lateral inclination The rotation axis (b) is responsible for weight stabilization. It is easy to notice that with this scheme (Fig. 4), at the moment the wheel deviates from the “neutral”, the front begins to rise. And since it weighs a lot, when you release the steering wheel under the influence of gravity, the system tends to take initial position, corresponding to motion in a straight line. True, for this it is necessary to preserve the same, albeit small, but undesirable positive leverage run-in

The longitudinal angle of inclination of the turning axis - caster - provides dynamic stabilization (Fig. 5). Its principle is clear from the behavior of the piano wheel - when moving, it tends to be behind the leg, that is, to take the most stable position. To achieve the same effect in a car, the point where the steering axis intersects the road surface (c) must be in front of the center of the wheel contact patch (d). To do this, the axis of rotation is tilted along. Now, when turning, the lateral reactions of the road applied behind... (thanks to the caster!) (Fig. 6) try to return the wheel to its place.

Moreover, if the car is subject to a lateral force that is not associated with turning (for example, you are driving on a slope or in a crosswind), then the caster provides smooth turn the machine “downhill” or “downwind” and prevents it from tipping over.

IN front wheel drive car with the MacPherson suspension the situation is completely different. This design makes it possible to obtain a zero and even negative (Fig. 7b) rolling shoulder - after all, only the support of a single lever needs to be “stuffed” inside the wheel. The camber angle (and, accordingly, toe angle) can be easily minimized. That’s right: the VAZs of the “eighth” family that are familiar to everyone have a camber of 0°±30", a toe-in of 0±1 mm. Since the front wheels are now pulling the car, dynamic stabilization during acceleration is not required - the wheel no longer rolls behind the leg, but pulls it along a small (1°30") angle. longitudinal inclination The steering axis is retained for stability when braking. A significant contribution to the “correct” behavior of the car is made by the negative rolling shoulder - as the rolling resistance of the wheel increases, it automatically corrects the trajectory.

As you can see, it is difficult to overestimate the impact of suspension geometry on handling and stability. Naturally, the designers pay close attention to it. The angles for each car model are determined after a great many tests, development work and more tests! But only... based on a working car. On an old, worn-out car, elastic deformations of the suspension (primarily rubber elements) much more than the new one - the wheels diverge noticeably from much less force. But as soon as you stop, in static conditions all the corners are back in their place. So adjusting a loose suspension is a monkey's work! First you need to repair it.

There are other ways to nullify all the efforts of developers. For example, give a good fuck back car. Look, the caster changed his sign and dynamic stabilization Memories remain. And if during acceleration the “athlete” can still cope with the situation, then when emergency braking- hardly. And if you add non-standard tires and wheels with a different offset, who will undertake to predict what will happen in the end? Ahead of schedule worn tires and “dead” bearings are not so bad. It could be worse...

Rice. 1. “Pendant without corners.”

Rice. 2. In the transverse plane, the position of the wheel is characterized by angles a (camber) and b (inclination of the steering axis).

Rice. 3. The rolling of an inclined wheel resembles the rolling of a cone.

Rice. 4. With a positive rolling shoulder, turning the wheel is accompanied by lifting the front of the body.

Rice. 5. Caster - the angle of longitudinal inclination of the turning axis.

Rice. 6. This is how the caster “works”.

Rice. 7. Positive (a) and negative (b) rolling shoulders.

In the original version of such a suspension, developed by MacPherson himself, the ball joint was located on the extension of the axis shock absorber strut- thus, the axis of the shock absorber strut was also the axis of rotation of the wheel. Later, for example on the Audi 80 and Volkswagen Passat of the first generations, the ball joint began to be shifted outward towards the wheel, which made it possible to obtain smaller and even negative break-in shoulder values.

Thus, Scrub Radius- this is the straight line distance between the point at which the steering axis of the wheel intersects with the road surface and the center of the contact patch between the wheel and the road (in the unloaded state of the vehicle). When turning, the wheel “rolls” around its axis of rotation along this radius.

It can be zero, positive or negative (all three cases are shown in the illustration).

For decades, most vehicles have used relatively large positive run-in values. This made it possible to reduce the effort on the steering wheel when parking compared to zero rolling arm (because the wheel rolls when turning the steering wheel, and does not just turn in place) and free up space in engine compartment due to the wheels being moved “outside”.

However, over time, it became clear that a positive rolling shoulder can be dangerous - for example, when the wheels of one side collide with a section of the side of the road that has a different coefficient of adhesion than the main road, the brakes on one side fail, one of the tires punctures, or the steering wheel starts to “tear” badly. out of hand." The same effect is observed with a large positive roll-in shoulder and when driving over any unevenness on the road, but the shoulder was still made small enough so that during normal driving it remains barely noticeable.

Starting from the seventies and eighties, as vehicle speeds increased, and in particular with the spread of MacPherson-type suspension, which easily allowed this technical side, cars with zero or even negative run-in leverage began to appear en masse. This allows us to minimize the dangerous effects described above.

For example, on the “classic” VAZ models, the roll-in shoulder was large and positive; on the Niva VAZ-2121, thanks to a more compact brake mechanism with a floating caliper, it was reduced to almost zero (24 mm), and on the front-wheel drive LADA Samara family, the roll-in shoulder became narrower negative. Mercedes-Benz generally preferred to have a zero break-in shoulder on its rear-wheel drive models.

The rolling shoulder is determined not only by the suspension design, but also by the wheel parameters. Therefore, when selecting non-factory “disks” (according to the terminology accepted in the technical literature, this part is called "wheel" and consists of a central part - disk and the outer one, on which the tire is seated - rims) for a car, the permissible parameters specified by the manufacturer should be observed, especially the offset, since when installing wheels with an incorrectly selected offset, the rolling shoulder can greatly change, which very significantly affects the handling and safety of the car, as well as the durability of its parts.

For example, when installing wheels with a zero or negative offset with a positive offset provided from the factory (for example, too wide), the plane of rotation of the wheel shifts outward from the wheel’s rotation axis that does not change, and the rolling arm can acquire an excessively large positive value - the steering wheel begins to “tears out of your hands” on every bump in the road, the force on it when parking exceeds all permissible values ​​(due to an increase in the lever arm compared to the standard reach), and wear wheel bearings and other suspension components increases significantly.

Correct wheel alignment angles are one of the the most important factors, ensuring normal controllability, stability and stability of the car during straight-line movement and when cornering. The optimal suspension geometry parameters for each model are set at the design stage. The specified wheel alignment angles are subject to change and require periodic adjustment due to normal wear and tear components and elements of the chassis or after repair of the suspension.

Assignment of wheel alignment angles

Correctly tuned suspension geometry allows the car to more effectively perceive the forces and moments arising in the contact patch of the wheel with road surface during different modes movements. This ensures predictable behavior of the car, namely: stability in a straight line, stability in turns, stabilization during acceleration and braking. Also, due to the absence of excessive rolling resistance of the wheels, tires wear more evenly, which increases their service life.

The wheel alignment angles specified by the manufacturer are optimal for specific car and correspond to its purpose and suspension settings. However, if necessary, the design provides for the possibility of changing or adjusting them. The number of parameters that can be adjusted for each car is individual.

Types of basic car wheel alignment angles

Parameter	Car axle	Adjustable Parameter	What does it affect?
Camber Angle	Front Rear	Yes (depending on the car)	Cornering stability Premature wear tires
Wheel Toe Angle (Toe)	Front Rear	Yes	Straight-line stability Premature tire wear
Lateral steering angle (KPI)	Front	No
Longitudinal angle of inclination of the axis of rotation (Caster)	Front	Yes (depending on the car)	Vehicle stabilization while driving
Shoulder break-in	Front	No	Vehicle stability when braking Vehicle stabilization while driving

Wheel camber

Wheel camber camber) is the angle formed by the midplane of the wheel and the vertical passing through the point of intersection of the midplane of the wheel and the supporting surface. There are positive and negative camber:

• positive (+) - when the top of the wheel is tilted outward (away from the car body);
• negative (-) - when the top of the wheel is tilted inward (towards the car body).

Positive and negative camber angles

Structurally, camber is formed by the position of the hub assembly and provides the maximum area of ​​the tire contact patch with the road. In case of double lever independent suspension The position of the hub is determined by the upper and lower wishbones. B influences the formation of the camber angle lower arm And shock absorber strut.

Deviation of camber angle values ​​from the norm affects the car in the following way.

• good stability car in turns;
• wheel traction deteriorates during straight-line movement;
• increased wear inside tires.

• good wheel grip;
• cornering stability deteriorates;
• increased wear on the outside of the tire.

Wheel alignment

Wheel alignment toe) - the angle between the longitudinal axis of the car and the plane of rotation of the wheel. Can also be defined as the difference in distances between the front and rear flanges of the wheel rims (in the figure this is the value A minus B). Thus, toe can be measured in degrees or millimeters.

Car wheel alignment

There are total and individual convergence. Individual toe is calculated separately for each wheel. This is the deviation of the plane of its rotation from the longitudinal axis of symmetry of the car. Total toe is calculated as the sum of the individual toe angles of the left and right wheels of one axle. The total toe-in in millimeters is determined similarly. With positive toe-in toe-in) the wheels are mutually turned inward in the direction of movement, with a negative value (eng. toe-out) – out.

Positive and negative wheel toe

Deviation of toe angle values ​​from the norm affects the car in the following way.

Negative angle too large:

• increased tire wear on the inside;
• acute reaction of the car to steering.

Positive angle too large:

• maintaining the trajectory of movement deteriorates;
• increased tire wear on the outside.

Transverse angle of inclination of the wheel rotation axis

Transverse angle of inclination of the axis of rotation (eng. KPI) - the angle between the axis of rotation of the wheel and the perpendicular to the supporting surface. Thanks to this parameter, when turning the steered wheels, the car body rises, as a result of which forces arise
trying to return the wheel to a straight position. Thus, KPI has a significant impact on the stability and stability of the vehicle when driving in a straight line. The difference in the lateral inclination angles of the right and left axles can lead to the vehicle pulling to the side with a large inclination. This effect can also manifest itself when the other wheel alignment angles correspond to the normal values.

Wheel axis casting angle

Longitudinal angle of inclination of the axis of rotation

Longitudinal angle of inclination of the axis of rotation (eng. caster - the angle between the steering axis of the wheel and the perpendicular to the supporting surface in the longitudinal plane of the car. There are positive and negative angles of longitudinal inclination of the wheel turning axis.

Positive caster contributes to additional dynamic stabilization of the car when driving at medium and high speed. At the same time, low-speed steering deteriorates.

Shoulder break-in

In addition to the above parameters, another characteristic is of great importance for the front axle - the running shoulder. This is the distance between the point formed by the intersection of the axis of symmetry of the wheel and the supporting surface, and the point of intersection of the line of transverse inclination of the steering axis and the supporting surface. The rolling shoulder is positive if the point of intersection of the surface and the axis of rotation of the wheel lies to the right of the axis of symmetry of the wheel (zero shoulder), and negative if it is located to the left of it. If these points coincide, then the running shoulder is zero.

Run-in shoulder value

This parameter affects the stabilization and steering of the wheel. Optimal value for modern cars is a zero or positive running shoulder. The sign of the run-in shoulder is determined by the camber, the transverse inclination of the wheel turning axis and the offset of the wheel rim.

Car manufacturers do not recommend installing wheel disks with a non-standard offset, because this may lead to a change in the specified running-in arm to a negative value. This can seriously affect the vehicle's stability and handling.

Changing wheel alignment angles and adjusting them

Wheel alignment angles are subject to changes due to natural wear and tear of parts, as well as after their replacement with new ones. Without exception, all tie rods and ends have threaded connection, which allows you to increase or decrease their length to adjust the wheel toe angles. Convergence rear wheels, as well as the front ones, is adjustable on all types of suspensions, with the exception of the rear dependent beam or axle.

Mikhail's note revealed some questions regarding the adjustment of the steering wheel angles.

Together we will try to figure it out.

Camber(camber)-- reflects the orientation of the wheel relative to the vertical and is defined as the angle between the vertical and the plane of rotation of the wheel.

F1 cars have negative camber

Convergence(TOE) --characterizes the orientation of the wheels relative to the longitudinal axis of the vehicle.

It is believed that the effect of negative camber needs to be compensated by negative toe-in and vice versa, due to the deformation of the tire in the contact patch, the “cambered” wheel can be represented as the base of a cone.

The picture shows positive camber and positive toe.

One of the positive aspects of negative toe-in is increased steering response.

In addition to camber and toe, which can be seen with the eye, there are several other parameters that affect the car’s handling.

Rolling shoulder- one of the parameters that affects the sensitivity of the steering. Thanks to it, the steering wheel “signals” a violation of the equality of longitudinal reactions on the steered wheels (surface unevenness, uneven distribution braking forces between the right and left wheels).

Positive (a) and negative (6) rolling arm:
A, B — centers of ball joints of the front suspension;
B is the point of intersection of the conventional axis, the “pivot,” with the road surface;
G - the middle of the tire contact patch with the road.

The rolling shoulder does not affect the ease of steering. In the presence of a rolling shoulder, the longitudinal forces acting on the steered wheels create moments that tend to turn them around the turning axis. But in the case of equal forces on both wheels, the moments turn out to be “mirror”, i.e. equal and opposite directions. Mutually compensating each other, they do not affect steering wheel. However, the moments load the parts of the steering linkage with tensile or compressive (depending on the location of the rolling arm) forces.

(Negative camber increases the positive value of the rolling arm)

Weight stabilization of the front wheels.

When the wheel turns, the front part of the car rises, so under the influence of weight the wheel tends to take a position of linear movement. Weight, or static, stabilization of the front wheels (i.e., ensuring their return to the direction of straight-line motion) is ensured by a positive rolling arm and the lateral inclination angle of the steering column axis.

Transverse tilt of the rotary stand.

SAI - lateral inclination angle of the steering axis (as the lateral angle decreases, the effectiveness of weight stabilization decreases; excessive tilt leads to excessive force on the steering wheel)

IA - included angle (an unchanged design parameter of the car, determines the mutual orientation of the steering axis and the wheel axle)

γ - wheel camber angle

r - rolling shoulder (in this case, positive)

rts - lateral displacement of the axis of rotation

In a 2-link suspension, the included angle is determined only by the axle geometry.

The mechanism of weight stabilization.

When the wheel turns, its axle moves along an arc of a circle, the plane of which is perpendicular to the axis of rotation. If the axis is vertical, the trunnion moves horizontally. If the axis is tilted, the path of the trunnion deviates from the horizontal.

The arc that the axle describes has a peak and descending sections. Position top point The arc is determined by the direction of inclination of the wheel's turning axis. With lateral tilt, the top of the arc corresponds to the neutral position of the wheel. This means that when the wheel deviates from neutral in any direction, the axle (and with it the wheel) will tend to fall below the initial level. The wheel works like a jack - it lifts the part of the car located above it. The “jack” is counteracted by a force that directly depends on a number of parameters: the weight of the lifted part of the car, the angle of inclination of the axle, the magnitude of its lateral displacement and the angle of rotation of the wheel. She tries to return everything to its original, stable position, i.e. turn the steering wheel to neutral position

Dynamic stabilization of the front wheels.

To ensure stability of motion, i.e., the desire of the car to move straight, only the transverse inclination of the axis of the steering wheel strut is not enough, especially on high speed. This is due to the appearance of additional rolling resistance and the gyroscopic effect, which can cause the influence of the wheel under the action of a disturbing force. For greater stability, a longitudinal tilt of the steering axis of the wheel is introduced, due to which the point of intersection of the steering axis with the road surface is shifted forward relative to the contact of the tire with the road. Now the wheel tends to take a position behind the point of intersection of the wheel axis with the road, and the greater the rolling resistance force, the greater the moment that returns the wheel to the position of straight-line motion. With such a displacement, the force acting on the wheel when turning also tends to straighten the wheel.

The main function of the caster is high-speed (or dynamic) stabilization of the steering wheels of the car. Stabilization in this case is the ability of the steered wheels to resist deviation from the neutral (corresponding to linear motion) position and automatically return to it after the cessation of the external forces that caused the deviation.

Deflection of the steered wheels can be caused by deliberate actions associated with changing the direction of movement. In this case, the stabilizing effect assists when exiting a corner, automatically returning the wheels to neutral. But at the entrance to the turn and at its apex, the “driver,” on the contrary, has to overcome the “resistance” of the wheels, applying a certain force to the steering wheel. The reactive force generated on the steering wheel creates what is called steering feedback.

The required reach of the turning axis (it is called the stabilization arm) is most often obtained by tilting it in the longitudinal direction at an angle, which is called caster. At low caster values, the stabilization arm turns out to be small in relation to the size of the wheel, and the longitudinal force arm (rolling resistance or traction) is completely negligible. Therefore, they are not able to stabilize a massive wheel. "Rubber comes to the rescue." At the moment of action of destabilizing lateral forces in the contact patch car wheel quite powerful transverse (lateral) reactions are generated with the road, countering the disturbance. They arise due to complex processes deformation of a tire rolling with lateral slip.

Additional information about side pull, the mechanism of side reaction formation and stabilizing moment is given below.

As a result of the wheel pulling away under the influence of a lateral force (force pulling), the resultant of the elementary lateral reactions always turns out to be shifted back in the direction of travel from the center of the contact area. That is, the stabilizing moment acts on the wheel even when the trace of the turning axis coincides with the center of the contact patch. The question arises: why do you need a caster at all? The fact is that the stabilizing moment (Mst) depends on various factors (tire design and pressure in it, wheel load, road grip, magnitude of longitudinal forces, etc.) and is not always sufficient for optimal stabilization of the steered wheels. In this case, the stabilization arm is increased by the longitudinal tilt of the rotation axis, i.e. positive caster. Destabilizing forces acting on the wheel of a moving car are caused by different reasons, but, as a rule, they have the same, inertial character. Accordingly, both lateral reactions and stabilizing moments increase with increasing speed. Therefore, the stabilization of the steered wheels, to which caster makes a significant contribution, is called high-speed. With increasing speed, it “steers” the behavior of the steered wheels. At low speeds, the influence of this mechanism becomes insignificant; weight stabilization works here, which is responsible for the tilt of the wheel turning axis in the transverse direction.

Setting the steering axis with positive caster is useful not only for stabilizing them. Positive caster eliminates the danger of sudden changes in trajectory.

Another favorable consequence of the longitudinal inclination of the steering axis leads to a significant change in the camber of the steered wheels when turning them.

It is easier to understand the mechanism of dependence if we imagine a hypothetical situation where the wheel's rotation axis is horizontal (caster is 90°). In this case, the “turn” of the steered wheel is completely transformed into a change in its inclination relative to the road surface, i.e. collapse The tendency is that the camber of the outside wheel becomes more negative during a turn, and the camber of the inside wheel becomes more positive. The larger the caster, the more change camber angles in turns.

..................

Below is a printout of the settings of the F1 car, Lotus E20

Sources.

Why do we need camber, toe and caster angles?

Suspension without corners

If you do not make any angles at all, the wheel during compression and rebound will remain perpendicular to the road, in constant and reliable contact with it. True, it is structurally quite difficult to combine the central plane of rotation of the wheel and its axis of rotation (hereinafter we are talking about the classic double-wishbone suspension rear wheel drive car, for example, "Lada"), since both ball joints, together with the brake mechanism, do not fit inside the wheel. And if so, then the plane and the axis “diverge” by a distance A, called the rolling shoulder (when turning, the wheel rolls around the ab axis). In motion, the rolling resistance force of the non-driving wheel creates a noticeable moment on this shoulder, which changes abruptly when driving over uneven surfaces. As a result, the steering wheel will constantly be torn from your hands.

In the transverse plane, the position of the wheel is characterized by angles α (camber) and β (tilt of the steering axis)

In addition, you will have to use muscular strength to overcome this most significant moment in a turn. Therefore, it is desirable to reduce the positive (in this case) rolling leverage, or even reduce it to zero. To do this, you can tilt the rotation axis ab. It is important here not to overdo it, so that when moving up, the wheel does not fall too much inward.

The rolling of an inclined wheel resembles the rolling of a cone

In practice, they do this: by slightly tilting the rotation axis (β), the desired value is obtained by tilting the plane of rotation of the wheel (α). The wasp angle is the camber. At this angle the wheel rests on the road. The tire in the contact area is deformed.

It turns out that the car is moving as if on two cones, tending to roll to the sides. To compensate for this trouble, the planes of rotation of the wheels must be brought together. The process is called toe adjustment. Both parameters are tightly coupled. That is, if the camber angle is zero, there should be no toe-in; negative - divergence is required, otherwise the tires will “burn.” If the car has a different wheel camber, it will be pulled towards the wheel with a greater inclination.

With a positive rolling shoulder, turning the wheel is accompanied by lifting the front of the body

The other two angles ensure stabilization of the steered wheels - in other words, they force the car to drive straight with the steering wheel released. The lateral inclination angle of the steering axis (β) is responsible for weight stabilization. It is easy to notice that with this scheme (fig.) at the moment the wheel deviates from the “neutral”, the front begins to rise. And since it weighs a lot, when the steering wheel is released under the influence of gravity, the system tends to take its initial position, corresponding to movement in a straight line. True, for this it is necessary to maintain that same, albeit small, but undesirable positive rolling shoulder.

Caster - the angle of longitudinal inclination of the turning axis

The longitudinal angle of inclination of the steering axis - caster - provides dynamic stabilization. Its principle is clear from the behavior of the piano wheel - when moving, it tends to be behind the leg, that is, to take the most stable position. To achieve the same effect in a car, the point where the steering axis intersects the road surface (c) must be in front of the center of the wheel contact patch (d). To do this, the axis of rotation is tilted along...

This is how a caster “works”

Now, when turning, the lateral reactions of the road behind... (thanks to the caster!) try to return the wheel to its place.
Moreover, if the car is subject to a lateral force that is not associated with turning (for example, you are driving along a slope or in a crosswind), then the caster ensures that the car turns smoothly “downhill” or “downwind” when the steering wheel is accidentally released and does not allow it to capsize.

Positive (a) and negative (b) rolling shoulders

In a front-wheel drive car with MacPherson suspension, the situation is completely different. This design makes it possible to obtain a zero and even negative (Fig. b) rolling shoulder - after all, only the support of a single lever needs to be “stuffed” inside the wheel. The camber angle (and, accordingly, toe angle) can be easily minimized. So it is: VAZs of the “eighth” family camber - 0°±30", toe - 0±1 mm. Since the front wheels are now pulling the car, dynamic stabilization during acceleration is not required - the wheel no longer rolls behind the leg, but pulls it A small (1°30") angle of longitudinal inclination of the turning axis is maintained for stability when braking. A significant contribution to the “correct” behavior of the car is made by the negative rolling shoulder - as the rolling resistance of the wheel increases, it automatically corrects the trajectory.

The angles for each car model are determined after many tests, refinements and re-tests. On an old, worn-out car, the elastic deformations of the suspension (primarily the rubber elements) are much greater than on a new one - the wheels diverge noticeably from much smaller forces. But as soon as you stop, in static conditions all the corners are back in their place. So adjusting a loose suspension is a waste of time. First you need to repair it.
There are other ways to nullify all the efforts of developers. For example, lift up the back of the car well. Lo and behold, the caster changed its sign and memories remained from the dynamic stabilization. And if during acceleration the “athlete” can still cope with the situation, then during emergency braking it is unlikely. And if you add non-standard tires and wheels with a different offset, then it is simply impossible to predict what will happen in the end.