Dodge / Ram
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Ram trucks built starting in 2009 used a multi-link coil-spring rear suspension for better ride and handling. The coil-spring setup centralized and absorbed bumps and impacts, while reducing friction; it also weighed 40 pounds less than a leaf-spring configuration. For the 4x4, the Ram had a larger articulation range than its leaf-spring competitors, with less freeway hop. (Coil-spring setups are commonly used in heavy-duty applications such as semi trailers and railroad cars.)
Shock absorbers were forward-facing and positioned on the outside of the frame for optimum damping. Power-assisted rack-and-pinion steering was standard; wheels ran from a 17-inch stamped steel (ST) to 20 inch aluminum (optional on SLT, Sport, and Laramie), while a full sized spare was standard across the board.
What is the design purpose for the rear sway bar to be mounted facing rearward?
S.Williams: Primarily, it was a packaging concern.
What about frame rigidity? Would it be stronger with the attachment point ahead of the rear axle?
Williams: That was addressed early in the design phase. The only room for the bar was behind the axle, so the frame was a clean sheet design to accompany this. The frame is a box section, hydroformed to provide the strength required.
The old GM coil sprung pickup of the 1970s was known for poor handling loaded, and excessive wheelhop on acceleration when unloaded. How were these problems addressed?
Williams: The GM system was a three point suspension. The Ram's suspension is multi link that controls the motion of the rear axle. The spring placement helps to control wheelhop under accelaration.
Allpar: There was mention of a diesel for the light truck, Any hints as to size and configuration?
Williams: All I can say is that it will be a "V" design....you can speculate further if you wish. [Allpar note: this appears to have been pushed back at least two years.]
Allpar: How much consumer input was involved in the redesign?
Williams: We visit Allpar and other sites, read opinions of our products, and take that into consideration when designing the entire vehicle.
Allpar: There is a hybrid system in Rams' future. Is it the same system as the Aspen's?
Williams: Essentially, yes, but reprogrammed for the unique needs of the Ram truck.
Dodge’s Dan Bodene wrote: “When the rest of Chrysler LLC's brands went to Stone White in 2009, Dodge followed because it didn't make sense from an economic or build complexity standpoint to offer a unique color for one (or two or three) models. That said, [our fleet customers would] like to see a return to Bright White — and the product planners are definitely considering a return to it.”
Overall, I am impressed with the efforts of the
suspension design engineers and development engineers on the new rear suspension of the Ram pickup. Building on the success of the original ZJ Jeep (Grand Cherokee) rear link-coil suspension design, it appears that many of the shortcomings of the original ZJ design have been corrected.
The new spring layout shows the attention to details and vehicle dynamics that the people at "JTE" [Jeep-Truck Engineering] are famous for. While odd looking to the layman, with its offset
springs, this design shows attention to the fundamentals of vehicle dynamics.
In 1967, GM used a 3 link (as opposed to the new Ram's
5 link) coil sprung suspension. The result was that
the vehicle had a very comfortable ride when empty
(industry leading, in fact), but when any load was
placed in the pickup bed, the vehicle became unstable
and sloppy handling. This result almost sank the new
trucks before they were even out of the gate (it was
deleted in favor of a conventional Hotchkiss shortly
thereafter). The new Ram is the first U.S. volume
built pickup truck since that time to attempt to use coil springs as its primary suspension system.
The springs are canted and “bent” at the loaded position (two 150-lb passengers, full fluids, and half payload) so reactions to motion of the ground contact patch are efficiently controlled and isolated.
The UCA (Upper Control Arm) links appear to be splayed outward at the frame attachment points, providing lateral stability which, along with the track bar (or “panhard rod”) keeps the
lateral shift of the axle, between its maximum travel up and down, to the minimum possible arc.
Due to the over-constrained system, the axle will travel laterally in the
vehicle, through an arc of around two inches total,
left to right. The positioning of the track bar
ensures that the travel will be split evenly from
jounce to rebound, minimizing the dreaded “head toss”
prevalent in the Jeep XJ (Cherokee), MJ
(Comanche pickup), and early ZJs (Grand Cherokees).
The side view between the upper and lower control arms indicates a long instant center (a
theoretical point in space ahead of the axle, that
controls the fore and aft arc the axle travels through
as it goes from jounce to rebound). This ensures the axle does not change
the wheelbase a great deal, affecting braking
distances and geometry and upsetting the transient
dynamics of handling in an emergency lane change.
The rear stabilizer bar is the only complaint I have about this design.
As was shown on the original Dodge Dakota 4x4, the
most effective position of a stabilizer bar is to
place the end links as close to a rigid body (meaning
the center of the frame where the bend and torsion is
minimized) as possible. I do not know all the
compromises the engineering staff were forced to make,
but I am concerned this location has forced several
poor tradeoffs, primarily excess weight needed from
larger than desired components to control the loading
the vehicle sees.
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