Reasons for the 2024 Chevrolet Silverado HD ZR2's Dedication to Independent Front Suspension and Multimatic Dampers

Reasons for the 2024 Chevrolet Silverado HD ZR2’s Dedication to Independent Front Suspension and Multimatic Dampers

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The fiercely competitive segment of heavy-duty off-road pickups has captured significant attention in the industry. Ford, Ram, and General Motors all offer a range of trucks designed for hauling hefty loads and navigating rugged terrains effortlessly. The Chevrolet Silverado HD ZR2 and GMC Sierra HD AT4X have recently joined the fray, distinguishing themselves with the utilization of Multimatic DSSV dampers and an independent front suspension system. This particular combination is more commonly associated with race cars rather than standard 3/4-ton pickups, prompting my interest in GM’s engineering group manager, Tim Demetrio, to gain insights into their decision-making process.

GM has remained loyal to independent front suspension in its heavy-duty pickup lineup for almost twenty years. While others advocate for solid axles citing simplicity and durability, Chevrolet and GMC adopt a divergent perspective. When questioned about the rationale behind choosing IFS for a truck like the Silverado HD ZR2, Demetrio underscored the significance of ride comfort and traction.

Trucks equipped with solid axles tend to transmit excessive road feedback to the driver, often when it is unnecessary. GM’s prioritization of comfort in their rugged models from years past can be considered forward-thinking. Demetrio contends that the Silverado HD’s existing suspension system is inherently robust, making it well-suited for the adventurous ZR2 variant.

“Commencing with a heavy-duty platform brings the advantage of components that are already exceptionally well-equipped for off-road demands,” remarked Demetrio. “The components possess sufficient robustness to meet the towing and payload requirements of the base HD models without the need for significant reinforcement. With durable features such as cast-iron control arms, hefty front suspension joints, and torsion bars designed for heavy loads and plow preparations, the Silverado HD’s capability to withstand off-road challenges is comparable to, if not less severe than, the demands faced in heavy-duty applications.

The ability of a truck to accommodate a snow plow signals its suitability for absorbing high-speed bumps. This quality positions the Silverado HD as an ideal foundation for an extreme off-road variant. Additionally, the preference for IFS in desert racing, prevalent amongst race teams and enthusiasts alike, supports its integration in rigorous applications.

“In the realm of off-road performance, one can observe that high-performance trucks, such as trophy trucks, feature independent front suspension,” affirmed Demetrio. “The notion that solid front axles are indispensable for off-roading reflects outdated beliefs harking back to the ’70s and the era of Jeep vehicles.”

We’ve only witnessed those Multimatic DSSV shock absorbers on smaller vehicles up to this point. The technology was initially utilized on single-seater cars, aiding the Newman-Haas team in securing victory in seven out of 19 CART races in 2002. Multimatic has subsequently supplied its DSSV units to various car manufacturers, including Chevy on multiple occasions with the Camaro ZL1, Colorado ZR2, and light-duty Silverado ZR2. It turns out that they are easily adaptable, necessitating minimal adjustments to function effectively on each vehicle. This adaptability is a primary reason why manufacturers favor them, alongside their enduring performance.

“The Multimatics provide a wide range of tuning options. That’s the special ingredient and the reason why we continually choose the DSSV,” Demetrio mentioned. “With our position-sensitive zones—comprising of a standard zone, a rebound zone, and a jounce zone—you can individually adjust each, offering a broad spectrum of potential damping force settings.”

“When comparing the damping force requirements between a high-performance midsize off-road truck and our heavy-duty trucks, the difference isn’t significantly pronounced, despite the variance in mass. The HD trucks are anticipated to offer a relatively smoother, softer ride with more suspension travel. On the other hand, the Colorado and Canyon models deliver a firmer, more athletic driving experience. However, upon closer examination of the damping forces, the differences are marginal. The HD trucks possess slightly higher force levels, but they fall well within the operational range of those DSSVs and their internal mechanisms.”

“The hardware varies,” Demetrio elaborated. “This difference is primarily driven by packaging considerations. The front suspension setups of the HD and the light-duty/midsize trucks are distinct, with the former featuring a large half-shaft. Therefore, the reservoirs’ packaging is handled differently, as well as the placement of the spool valves within the damper. Nonetheless, the piston hardware is uniform across all three truck variants. While there are some differences in sealing technologies, the majority of the components are identical, with approximately 75% shared between them, with minor adjustments made for packaging reasons.”

Demetrio referred to that “secret ingredient” earlier in our discussion. Many individuals tend to underestimate trucks as being overly simplistic, too large to perform effectively, or other reasons. While some criticisms may be valid, it’s incorrect to categorize these vehicles as basic. Merely because they have a body-on-frame construction and ride on tall tires doesn’t mean they lack versatility.!

This is how our conversation concluded, delving into the intricacies of developing a high-performance off-road HD model. Demetrio wrapped up by stating:

“My team oversees all of General Motors’ performance models. In addition to the ZR2s and AT4Xs, we handle the Blackwings. I can confirm that from a vehicle manufacturing perspective, on-road performance is considerably simpler than off-road challenges. A paved race circuit doesn’t change its nature with each race, allowing for consistent design considerations that work universally. In contrast, off-road conditions demand compromises; designing for desert terrain requires different attributes than excelling in rock crawling. Off-road engineering is immensely complex. Trucks are far more intricate than race cars.”

This insight isn’t from an anonymous source online; it originates from someone actively involved in developing top-tier performance vehicles in the industry. These trucks are engineered to excel in various terrains, both on and off the road. It’s truly an exciting time for enthusiasts of four-wheel adventures.

Have a tip or question for the author? Reach out to them directly at: caleb@thedrive.com

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