The patented CC&AR system constantly maximises grip by ensuring that the road wheels remain vertical to provide flat and uniform contact right across the tread rubber - whether accelerating/braking, cornering or in any combination. The illustrations below provide an explanation of how this is achieved. (See further down for more CC&AR system advantages.
At normal ride height, the CC&AR system's cross-links position the cranked upper wishbone mounts (pivotally attached to the chassis at their upper ends) to provide zero camber.
In bump, the CC&AR system pushes the upper wishbones outwards to prevent camber change.
In roll/cornering, the CC&AR system moves both of the upper wishbones towards the inside of the curve to keep the wheels vertical.
In droop, the CC&AR system pulls the wishbones inwards, again preventing camber change.
Uniform, contact pressure right across the tread rubber can only fleetingly be achieved by conventional unequal-length double wishbone suspension systems due to constant and significant changes in camber that occur all through their operation. The geometry provided will always be a compromise between the requirements of cornering and those of accelerating/braking, with neither ever being fully met.
At normal ride height, a typical unequal-length double-wishbone system will include a degree or so of negative camber to help bring the outside more-loaded tyre into flat contact with the road when cornering.
In bump, the wheels experience a significant increase in negative camber as a consequence of the systems shorter upper wishbones - a geometric device again included to help with the requirements of cornering.
In roll/cornering, the geometric advantage derived from the shorter upper wishbones helps move the outside more-loaded wheel closer to zero camber but not so the inside wheel which can typically still be bearing some 30% of axle weight.
In droop, the wheels are moved towards positive camber.
Further Advantages Provided by CC&AR
Much improved composure and predictability - resulting from an inherently stable footprint, immune to sudden changes in heat and friction.
Unless conventional independent suspension systems are stiffened to the point where they cease to provide any suspension movement at all, they experience camber changes with every attitude shift of the car. Under such changes, the nucleus of the tyre-to-road contact patch is constantly being moved back and forth across the tread rubber, shifting from one level of heat & friction to another, to the obvious detriment of grip and predictability. With CC&AR, the tyre-to-road contact patch is always maintained at the optimum making much more effective and uniform use of the tyre. As a result, changes in heat & friction occur a lot more slowly and the car remains noticeably more composed and predictable.
Reduced body roll - with no anti-roll bars.
CC&AR provides low levels of body roll (without incurring jacking) as a result of its unusually high roll centre, see normal ride height illustrations, and its ability to utilise the forces generated during cornering to counter roll.
How CC&AR uses a proportion of the cornering forces to further counter roll.
Quicker steering response - as a result of more of the cornering forces acting through the suspension arms and less acting through the springs and/or dampers.
A softer sprung vehicle - with benefit to ride comfort and grip.
Even tyre wear and temperature distribution.
Good control of track - with low lateral scrub
Simplicity and compactness - with low internal friction and excellent NVH (noise, vibration and harshness) characteristics.
How this is achieved and how the footprint provided by CC&AR compares to that of a conventional double-wishbone suspension system is shown in the accompanying animation.