require stiffer bushings at the body, as the braking and cornering forces are higher. Also they tend to have poorer kingpin geometry, due to the difficulty of packaging the upper ball joint and the brakes inside the wheel. Long spindle SLAs tend to have better kingpin geometry, but the proximity of the spindle to the tyre restricts fitting oversized tyres, or snowchains. The location of the upper balljoint may have styling implications in the design of the sheetmetal above it. SLAs require some care when setting up their bump steer characteristic, as it is easy to end up with excessive, or curved, bump steer curves. History The double wishbone suspension was introduced in the 1930s. French car maker Citroën began using it in their 1934 Rosalie and Traction Avant models. Packard Motor Car Company of Detroit, Michigan, used it on the Packard One-Twenty from 1935, and advertised it as a safety feature. During that time MacPherson strut was still in the area of aviation technology and was derived from aircraft landing mechanism. Later on, until 1951, Ford Company decided to use the MacPherson strut on small production cars, the English Ford Consul and Ford Zephyr. Thus, the double wishbone was applied early in automobile history and there is no genetic relationship between MacPherson strut and double wishbone suspension. Double wishbones have traditionally been considered to have superior dynamic characteristics as well as load-handling capabilities, and are therefore commonly found on sports cars and racing cars throughout automotive history. Examples of cars with double wishbone suspension include the Aston Martin DB7, the Mazda MX-5, and the third through eighth generation of the Honda Accord. Short long arms suspension, a type of double wishbone suspension, is very common on front suspensions for medium-to-large cars such as the Peugeot 407, Citroën C5, and the first two generations of the Mazda6/Atenza. Advantages The double wishbone suspension provides the engineer more design choices than some other types do. It is fairly easy to work out the effect of moving each joint, so the kinematics of the suspension can be tuned easily and wheel motion can be optimized. It is also easy to work out the loads that different parts will be subjected to which allows more optimised lightweight parts to be designed. They also provide increasing negative camber gain all the way to full jounce travel, unlike the MacPherson strut, which provides negative camber gain