Anti-Dive and Anti-Squat
Anti-dive and anti-squat describe suspension geometry that routes longitudinal tire forces into the body so part of its pitch response occurs through link forces rather than spring deflection.
Anti-dive under braking
Anti-dive geometry at a braked axle can oppose front suspension compression or rear extension during deceleration. The effect depends on the brake-force path, suspension hard points, driven or braked wheels, and the definition used for the percentage.
Anti-squat under acceleration
Anti-squat geometry can oppose rear compression or front extension during acceleration. Its force path depends on suspension layout, drive torque, axle location, and whether reactions pass through wheel hubs, links, a rigid axle, or other members.
What the geometry does not remove
These features change body motion and how forces reach the structure; they do not eliminate the longitudinal load transfer set by acceleration, vehicle mass, wheelbase, and center-of-mass height. High geometric percentages can also increase force transmission, jacking, harshness, or sensitivity to travel and compliance.
Comparisons require the same sign convention, force assumptions, reference height, and drive or brake distribution.
For pitch, load transfer, and suspension force paths, see Suspension Kinematics and Vehicle Dynamics.