If a suspension system is analyzed in the context of electrical design, I use the following method. The input signal characteristics are 4 channels representing the vertical load present at each wheel. The signal formed is a varying dc signal superimposed with a sine wave representing bump/rebound and is filtered through the use of a spring/damper.Dc amplitude represents transitional load from rest ,and varies with dynamic input due to roll, pitch and yaw. If a 'mechanical potentiometer' is added to directly control spring/damping rates over a wide range instead of remaining fixed,dc amplitude can be contolled more effectively,ie ride height change at each corner. The pattern relationships between the 4 channels represent transitional load transfer during cornering, acceleration and braking. If a second 'mechanical potentiometer' is used to adjust chassis ride height independant from spring/damping rate control,(normally done with antiswaybars and anti dive/anti squat geometry), then transitions can be actively controlled over a wider range than a passive reactive design. The relationship between load and ride height is that load directly influences ride height, but ride height has little to no effect on load ie if I change the ride height on my 4x4, I don't have to alter spring and damping rates.(dynamic loads will be altered,and require adjustments in design to optimize performance). Therefore, by separating these 2 functions and giving each a range of adjustment, with a simple processor control system, a dynamic suspension with much better performance is achieved. Comments?