logo tas4x4
A DEEPER LOOK AT SPRING VS. AIR<br>

A DEEPER LOOK AT SPRING VS. AIR

A DEEPER LOOK AT SPRING VS. AIR
Suspension systems contribute to a tractor-trailer’s road handling and ride quality (the vertical acceleration to which a tractor-trailer is exposed). Keeping the tires in contact with the road as much as possible, suspension systems help minimize the amount of jarring (bumps, vibrations) for improved load-carrying ability, protecting the trailer and the freight inside from being damaged.

With a variety of suspensions available on the market, spring and air ride are the most commonly used suspensions for heavy-vehicle applications such as tractor-trailers.

spring-ride-01
SPRING RIDE
Spring suspensions use semi-elliptic leaf springs to cushion a load from road shock. As one of the most commonly used suspensions, spring ride consists of several layers of flexible steel strips referred to as a “leaf pack.” The strips are joined together to act as a single unit. The long and narrow, arch-shaped plates are attached to the frame of a trailer, resting above the trailer's axle.

Air Ride
AIR RIDE
Air ride uses a variety of valves, air lines and air-spring bags in place of steel suspension. The flexible air-spring bags are made from a woven and rubber-like material. The air supplied to the air-ride suspension uses the same air compressor and air reservoir as a truck’s braking system. The supplied air pressurizes the air-spring bags, creating a spring-like motion that raises the chassis from the axle.

AIR-RIDE SUSPENSION FALLS SHORT IN TESTING
To ensure its fleet is outfitted with the best suspension system, Schneider ran an extensive series of tests between various air- and spring-ride suspension systems to compare the ride quality of the suspensions with three freight weights – 10,000, 30,000 and 40,000 pounds.

A series of vibration and acceleration trials were run using and comparing the values of ride smoothness and the maximum g-force (the maximum force transmitted) to determine ride quality.

Conducted with the load weights mentioned above, Schneider tested the industry standard spring suspension against four common air suspensions. The four air suspensions chosen represent the majority of suspensions in use today.

Air Ride VS Spring Ride
The tests consisted of:

Ride quality at the front of the trailer: The ride quality of the freight in the front of the trailer was examined and tests showed that the front ride quality was a function of the tractor suspension, not the trailer suspension, proving that the trailer suspension had little effect on the ride quality of the freight.
Ride quality at the rear of the trailer:The graph (right) shows the industry standard spring suspension compared with the average results of the four most popular air suspensions, proving that the average ride quality of the top four air suspensions is very close to the industry standard spring suspension. In fact, under most circumstances, the spring-ride suspension provided a better ride quality.Spring Ride Protects Freight and your Bottom Line
SPRING RIDE PROTECTS FREIGHT AND YOUR BOTTOM LINE
Some shippers view air ride as the top suspension choice for handling, lateral control and roll stability, and it's often said to be gentler on freight. On the other hand, spring ride has comparable damping characteristics (the control of motion or oscillation) to air ride for full loads. With limited light or less-than-truckload shipments, the perceived benefits of air ride are minimal at best.

These tests prove that both air- and spring-ride suspensions are capable of providing the proper damping levels needed not only to get the trailer back to a normal state in the least amount of time but also to protect the freight during transport.

Spring ride is less prone to maintenance issues during the lifecycle of a trailer when compared with air ride. Less likely to need replacement, spring ride has been known to last the life of a trailer. Air-ride suspension, on the other hand, is more likely to need replacement over the same life span, depending on the environment in which the unit resides. It is also more prone to failure – subject to puncturing, leaks and collapsing. Should an air-ride suspension collapse while out on the road, freight movement stalls, losing precious time and money.

The conclusion: Air-ride suspension is not superior to spring ride. Not only are air-ride suspensions more expensive to purchase and maintain, which could translate to inflated expense to the shipper, but more importantly, they do not guarantee superior ride quality.
News A DEEPER LOOK AT SPRING VS. AIR<br>

Latest News

A DEEPER LOOK AT SPRING VS AIRA DEEPER LOOK AT SPRING VS. AIR
A DEEPER LOOK AT SPRING VS. AIR
Suspension systems contribute to a tractor-trailer’s road handling and ride quality (the vertical acceleration to which a tractor-trailer is exposed). Keeping the tires in contact with the road as much as possible, suspension systems help minimize the amount of jarring (bumps, vibrations) for improved load-carrying ability, protecting the trailer and the freight inside from being damaged.
Wheels alignment report
Please see below email from our Local Sales Manager reporting the feedback to Kristian after one of our dealers install UCA001FA on his Hilux Revo ( he’s putting oversized tire too )

I’m not sure how important is wheel alignment in your market but it’s very important to do proper wheel alignment after raising the vehicle with suspension upgrade ( changing spring )
KETIDAK PAHAMAN MODIFIKASI SWAYBAR PADA UMUMNYA
SWAY BAR OEM

Untuk offroad malah akan mengurangi traksi LC200 mengguakan KDDS untuk non aktifkan swaybar saat offroad JK Rubicon memiliki fasilitas non aktif front swaybar via switch saat offroad .

Jika diganti ukuran lebih gemuk dengan asumsi berat mobil tetap / tak bertambah sesuai desain pabrik
 Penggunaan front swaybar lebih gemuk , handling menjadi under steer
 Pengganti rear swaybar lebih gemuk . handling menjadi over driver

Sway bars
This component mst be the least well understood component of suspension . or maybe just the easiest for people who don’t know suspension tunning to want to mess with . more often than not people looking for aftermarket sway bars just assume it’s an upgrade but generally have on idea why or how . often people seem to assume that a stiffer bar at one end of the car will increase traction at that end of the car . it would be a natura; conclusion . after all everyone believes that bigger sway bars increase traction but they really don’t . A stiffer sway bar at one end of the car will reduce traction at that end it is increasing the effective spring rate winch is transferring traction to the other end of the car . add a stiffer front sway bar and the car will become more understeery in the front and less oversteery in the back . if that’s what you want then the sway bar can be a good tuning tool . if you add stiffer sway bars front and rear it will reduce the amount of roll while maintaining similar hadling characteristics . if you cannot change spring rates up the a little bit . peronally if possible I belive one shuld try to get the spring rates asclose as possible then just fine tune with sway bars .
It is also good to remember that stiffer sway bars reducse roll but not pitch . so a car with stiffer springs ad softer bars will reduce both pitch and roll whereas slapping big sway bars on stock suspension will reduce roll but still have a lot of pitch . contraty to comments in other articles pitch is not a big thing to shoot for . naturally there is a happy balance and too much or too little of anything will become bad there is a common saying with macpherson suspension tuning and there is somr truth to it . the saying goes something like the best way tu get macpherson suspension to handle well is to keep if from moving . of course this is not litteraly true but it contains seed of truth . mapherson suspension does ot have the best geometry and gig changes in suspension travel tend to take toe , caster . camber , etc curves further from ideal . so while you do want the suspension traveling enough to absorb imperfections on the road and keep the tires as close as possible to optimal grip you don’t want a ton of pitch or roll as you come into a corner because the more your suspension travels the less ideal your geometry will likely become . if someone does find more pitch improves their turn in then it is likely that their suspension geometry was actually improved and that changing thestatic geometry with reduce pitch would probably produce even better results .
Another big misconption with sway bars is that they will try to lift the inside tire . often these people will believe that therefore a setup with stiffer springs and no sway bars would put more pressure on that inside tire , it is easy to think of things in that way but that’s just now how it works .
Think of it like this . weight distribution is dictated by center of gravity and G forces . so whether you were doing around a corner with zero suspension or with soft suspension and huge sway bar or stiff suspension and no sway bar the weight of the car pushing down on each tire is dictated by COG and cornering force . The sway bar is not pulling the inside tire up . it is reducing roll and keeping the inside of the car lower . it is true that if the car rolls . enough a sway bar will make it more likely for a car to actually lift a tire off the ground but with no sway bar there would still be zero weight on the tire . it might be resting on the ground but it’s ability to trun or accelerate would realy be no better .
The stiff . front spring no sway bar setup became very popular in the AW11 scne after a few people found success with it in particular classes of autox . I can’t guarantee I could build a more competitive setup tn that class of racing but that doesn’t change the fact that the threads and discussion of this setup are built on a lot of bad theory and correlation . so if you are looking for a competitive setup for that class of racing don completely dismiss if but if you are looking for proper technical discussion or accurate theory understand that just because someone wins races withy their setup does not mean they understand why or that it couldn’t be improved upon if they did . a lot of rasons given for getting rid of the sway bar in these threads are not true or technically correct and things I addressed above like someone assuming that a sway bar was significantly less ideal because it would reduce weight on the inside tire which is absolutely not true .
This C4AG article also recommends running different pads in the front to change braking bias . this is not really suspension related but this is a huge pet peeve of mine so I’ll add it in .
ABOUT US
Selamat datang di TAS 4X4 web site. kami adalah perusahaan yg bergerak dalam bidang pengadaan perlengkapan untuk mobil 4x4 dan off road yg digunakan untuk perkebunan, pertambangan, proyek kemanusian , dan mobil yang digunakan untuk daerah bencana alam & medan tugas yang berat.
More..
CONTACT US
Tel :
021-54380499
Mail
petergarbiel@yahoo.com
WA
+62 813-7686-6858
Map
Ruko Daan Mogot Baru LC I No 6-12
Kalideres,Jakarta Barat-11840
© 2017 - TAS4x4 All Rights Reserved
Jasa Pembuatan Website by IKT