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How valid is the hypothesis that race technology trickles down to the consumer level? We have all heard this conjecture over the years. The truth of the matter is that the OEMs (Original Equipment Manufacturers) spend hundreds of thousands of dollars on research and development each year. It's not just to sell on Monday if they win on Sunday, but to test out new principles of specific products or systems. The end result is apparent in the product and the performance the consumer gets right off the showroom floor. So the answer to the question is yes, racing technology goes right into the consumer market. A lot of products are born, bred, and tested while racing long, grueling miles through treacherous terrain.
Take, for example, the evolution that's taken major leaps and bounds in efficiency and performance - off-road suspension systems and shock absorbers. Within the last 10 years, 4x4s have progressed to an astounding level of off-road performance. Sure, the involvement of aftermarket suspension companies working with OEMs and off-road teams has played a strong role, but the shock manufacturers can dial in a shock to work in almost any situation by moving a few shim stacks that adjust the rebound and compression damping. If we were to pinpoint what component has made the biggest difference in suspension performance, it would have to be shocks. They are everything, whether racing on or off-road.
These are exciting times to be an off-road enthusiast. OEM manufacturers now offer 4x4s equipped specifically with off-road packages and cutting-edge suspension designs, such as DaimlerChrysler with its 2000 Dodge Ram. The Ram is available with an off-road package and a unique live axle Quadra Link suspension design that uses leading arms, a track bar, coil springs, and gas-charged shocks. It's obvious that Ford, Chevy, and Dodge are listening to the consumers and looking at what they learn while racing.
The aftermarket suspension and shock companies take it one step further and offer anything from simple leaf spring swaps to high-end exotica, such as monoleaves and four-link rear suspension designs. Warn's Black Diamond multi-link/coilover kit for the Jeep YJ pushes the envelope, while Pro Comp offers a very off-road worthy kit that takes a more user-friendly approach and offers a coil and spring link upgrade for the same application. The trickest of tricks, however, has to be the two-wheel-drive/prerunner market. If you have the coin, you can have anything from a simple bolt-on suspension to a cantilever beam rearend inspired by a Trophy Truck.
Another fast-evolving market is that of the IFS Chevy 4x4. Suspension kits that are now available offer more real-world use and are getting a lot more straightforward to install
This issue of OFF-ROAD magazine will encompass every one of these designs. Our new staff has worked hard to bring comprehensive tech to this issue's theme of suspension systems.
As far as my speculation on what the future has in store on suspension design for off-road vehicles, it's probably safe to say that we will see more high-end adjustable shocks with computer monitoring. It might even take some car technology such as the computer-controlled system that Oldsmobile has - the Active Response system - airbags on all four corners with cockpit adjustment for damping, automatic leveling, and so on
Nobody knows for sure where suspension technology will be in 10 years, but for now, the high-end adjustable suspension systems with valving control, adjustable rebound, and compression really hits the spot. You can be sure that as new innovative designs appear, we will work hard to bring them to you.
On a special note: I would personally like to thank Craig Stewart and the guys at Stewart's Raceworks in El Cajon, California. While driving out to a photo location 10 miles from the Mexican border and 2-1/2 hours from home, I blew out a tire on my '97 Mitsubishi GSX Eclipse. My 4x4 Blazer was down with a blown head gasket, and my Wrangler has been OOC (out of commission) for months. I had to drive my canyon racer; yeah, it was fun during the 2 1/2-hour drive through the mountain twisties to get to the desert. The all-wheel drive and turbo charger put a capital F in the word fun. But as soon as we dropped into the desert, we blew a rear tire. Luckily for me, the wheels and tires are 18 inches with 40-series tires and have a very stiff sidewall. Thanks to Craig, I was able to borrow his flatbed trailer and Ford F-150 to get my ride back home. Thanks a lot, Craig. It just goes to show the character of people involved in the off-road scene. If you need a hand, someone will always get you out in a pinch - even if you're driving a street car!