Neon Suspension Design |
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Neon Suspension Design |
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Dodge Neon car suspension design - technical information - based on Chrysler Corporation information, including an interview with Cliff Davis, executive engineer for body-in-white and chassis engineering.
"We decided it had to be a car that is fun to drive," said Cliff Davis. "It had to have good value, quality and offer the ultimate in small-car performance and handling, as well as a competitive ride. "We had to make sure we did those things well. And we feel we've accomplished the job. Neon is best-in-class in several areas, performance and room, handling and steering, to name just a few."
The torsional rigidity of Neon's body ranked right at the top of vehicles in its segment. Neon's Unibody structure possesses outstanding torsional and bending stiffness with light weight. A measured rate of 6000 Ib-ft/degree exceeds the target value by over 9% and the competitive benchmark by over 12%. The increased stiffness contributes to handling precision, ride quality, low noise and low vibrationÑan overall solid feel. Body bending stiffness (a first mode dynamic bending natural frequency of 25 Hz) exceeds that of benchmark vehicles. It contributes to ride quality, because the body will not resonate with lower frequency inputs coming through the suspension systern. High bending stiffness also reduces the vibration of secondary components such as the instrument panel and steering column, because it does not transmit these frequencies. Weight is minimized through the use of lower gauge steel and more high-strength steel, including the front longitudinal rails and most of the engine compartment, than in any previous Chrysler car. Weld flange width, which usually provides no structural benefit, has also been minimized to save weight.
Suspension systems on Neon are completely new and fully independent. The front suspension consists of a McPherson strut design, with unique geometry that enhances steering feel and promotes longer tire life.
It includes urethane jounce bumpers, front sway bar on vehicles equipped with touring or sport suspension, cast steering knuckle, cast one-piece lower control arm, bracket-type two-bolt strut-to-knuckle attachment and a suspension crossmember with a bobble strut attachment (manual transaxle only).
Caster and camber are fixed settings on all vehicles. The front springs are chosen for vehicle weight, options and handling packages. Also, lower control arms attach to the frame and suspension crossmembers with low-rate rubber bushings for reduced noise.
The rear suspension is a multi-link independent type with two lateral arms and a fore-aft tension strut on each side. It also includes Chapman strut dampers and urethane jounce bumpers. A linked sway bar will be added to vehicles with sport suspensions. The suspension is rubber mounted for noise suppression.
Neon's brake system also is a new design with front discs and rear drums standard. It was specifically designed to be lightweight. The front brake assembly uses single piston floating calipers. The system uses asbestos-free brake pads and incorporates anti-rattle devices. A vented-style, 20-millimeter x 240 millimeter front rotor with a four-bolt pattern is used on Neon's standard 1 3-inch wheels. Front brake shoes have semi-metallic lining.
Rear drum brakes are of a leading-trailing design with self-adjusters and a self-adjusting parking brake mechanism. The master cylinder is a new lightweight, anodized aluminum design.
The optional anti-lock braking system also is lighter than previous units. The system includes an electronic controller, a modulator or hydraulic control unit, wheel-speed sensors, relays and wiring.
Davis cited dramatic cost savings in ABS systems today compared to their introduction in the late 1980s. "When we launched the first system, we didn't want the brake pedal to make any movement or noise," he said. "But actually we found the customers preferred some as an indication that the system was working."
The decision to offer ABS as an optional item instead of making it standard equipment on Neon plays back to the customer input on what was most important to them in a car. "Customers in some areas of the country told us not to make ABS standard," said Davis. "They said: ‘Don't make me pay for it as standard equipment if I don't want it. Just make it available for those who do."'
Neon's steering system (manual rack-and-pinion standard, power-assisted optional), which Davis predicts will be a best-in-class feature, has a new gear designed for quiet operation. A new high-torsional stiffness steering column coupling has also greatly enhanced steering precision and therefore the fun-to-drive attributes of Neon.
The fuel system, cooling, exhaust and windshield wiper systems, as well as air conditioning system, were designed especially for Neon.
Although the Neon's tires carry a familiar brand name (Goodyear), the tread design and rubber compound were developed to be exclusive to Neon. (The Goodyear RS-A tires used on the Neon Sport were later used on many other cars, including the New Beetle Convertible.)
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