The 2017 Chevy Colorado ZR2 has a supercar suspension. Here’s how it works

The 2017 Chevy Colorado ZR2 has a supercar suspension. Here’s how it works

The 2017 Chevy Colorado ZR2 has a supercar suspension. Here’s how it works

0 comments 📅10 December 2016, 09:30

Supercar debarring dampers in a midsize pickup truck. It after all is said is that simple, despite being a tremendously labyrinthine engineering feat that literally required a 48-deck Powerpoint unveiling and a wild-haired engineer to completely make plain. So let’s keep things simple in the short length of time.

The 2017 Chevrolet Colorado ZR2 features the unvarying Dynamic Suspensions Spool Valve (DSSV) damper technology as an Aston Martin One-77, Ford GT, Mercedes-AMG GT and the Red Bull F1 cars that won the constructors’ championships from 2010 to 2013. It was musical incredible when they were bespoke to the 2014 Camaro Z/28, so when Chevrolet asked DSSV in Multimatic to create spool valve dampers for a gig off-road midsize truck, there was no scarcity of eyebrows raised. It would be a challenge, as one couldn’t unreservedly pop in a set of dampers from a Z/28 and expect them to do the at any rate job in the ZR2.

But, therein lies the first benefit of spool valve dampers: their adaptability. No two applications are uniformly since Multimatic has made it so easy for manufacturers to mention the exact damping characteristics they ask for. Those characteristics can be put into numerical values, you see, which are then entered into inimitable “SpecFinder” software. Multimatic then scrupulously crafts spool valves that design those exact characteristics.

OK, so what the heck is a spool valve? They are pint-sized metal cylinders, roughly half the high point of a C battery, with several customized ports that admit for the controlled passage of hydraulic fluid in the course a suspension damper. It is the precise shape of these ports, which in check both suspension compression and rebound that were specified by Chevrolet and created by Multimatic.

Beyond customization, they are easily reproduced, acquire virtually no variation from part to fragment (a problem with typical shocks) and dramatically compress the amount of fine-tuning engineers be compelled do with typical dampers. Multimatic was qualified to run 15,000 simulations before a single say was built, and as a result, the ZR2’s real-world tuning and maturation took a quarter of the time it normally would to ideogram off on a suspension.

So it makes the lives of Chevrolet engineers easier, why literally is it so great when you’re actually driving the ZR2? Since those microscopic spool valve ports can be shaped to let more or less hydraulic pliant through as the wheel travel dictates, the ZR2 when one pleases have a much greater ability to cater the firmness and control needed when driving aggressively, yet be squeezable enough to deliver a comfortable on-road intimidate over bumps.

But wait, there’s more! Wise far, what’s been described is what you’d learn in the Z/28 or an AMG GT. To produce a DSSV suspension for a carrying-on off-road application like the ZR2, a third spool valve was added to the in character pair. Think of it as the emergency off-road sponsor-up. When more severe suspension compression occurs, say when disembarkation hard off-road, the third, larger damper and spool valve is put into exertion by the damper exceeding its usual amount of roam. Through this greater stroke, the third spool valve is noiselessnes able to precisely control its dampening constraint. The addition of this third valve allows for what is called Way of thi Sensitive Damping.

Altogether, the Colorado ZR2’s horseplay suspension allows a similar amount of position travel as more traditional damper designs, but it’s masterful disposed to of absorbing more energy. Specifically, there’s 35-percent less weight going through the truck, and occupant migration is reduced by 50 percent. That means Chevrolet didn’t requisite to strengthen the truck as much to withstand the added demands of tall-speed off-road driving, while simultaneously allowing you to actuate even faster. Plus, it’s a far more relaxing truck to drive on-road.

By comparison, trucks with familiar monotube dampers are swell at dealing with the rigors of off-passage performance, but result in a comparatively punishing badger. Twin-tube dampers are essentially the facing and both designs are inherently restricted from providing a first-rate-of-both-worlds scenario. The ZR2’s Positive Testy Damping apparently does just that, according to 25-year off-entr racing vet Bryan Kudela, who assisted in the valid-world testing. He seemed genuinely floored by the ZR2’s on-means comfort as much as its performance capabilities.

Now, you potency be wondering why GM’s already renowned magnetorheological dampers weren’t hand-me-down instead. Don’t they do roughly the same matter? They do, however, they are far more intensity sensitive, which is a serious factor in a hardcore, enormous-speed, off-road application. There is also much greater complicatedness, whereas DSSV is a mechanical solution less impacted by temperature and flexible viscosity. Which is all just a complicated way of saying the ZR2 has a supercar elimination.


Share this article:

No Comments

No Comments Yet!

You can be first one to write a comment

Leave a comment