Design and Operation
DESIGN AND OPERATION
FRONT END
1. Control arm
2. Control arm rear mounting
3. Brace
4. Front axle beam
5. Anti-roll bar
6. Anti-roll bar link
7. Spring
8. Shock absorber
9. Pinion
10. Tie rod
11. Stub axle
NEW CONTROL ARM WITH MORE RIGID MOUNTING
The relatively complicated design consisting of both a control arm and control arm bar has been replaced by a cast control arm (1) of cast steel. Control arm rear mounting (2) to the side beams is connected with a strong tubular rod (3). This provides a very rigid mounting as both side beams combine to absorb forces through the front end.
The main purpose of the cross member is, however, to improve the protection in offset collisions. As before, front control arm mounting is done in the front crossbeam (4) which has also been strengthened as well. The strengthened mounting reduces the propagation of sound in the body.
INCREASED ROLLING STIFFNESS
The effect of the anti-roll bar (5) is considerably greater than before, although the diameter is the same (23 mm, 29/32 in). The reason is partly that the anti-roll bar is directly affecting the spring strut via the anti-roll bar link (6), instead of via the control arm as before, and partly because all rubber links have been replaced with ball joints. The rolling stiffness of Volvo 960 is now at the level of that of Volvo 850.
NEUTRAL STEERING
The car has been given more neutral steering e.g. by increasing the rolling stiffness more in the rear end than in the front.
SOFTER SPRINGS AND SHOCK ABSORBERS
Spring (7) and shock absorber (8) are softer than before, in order to:
- Make the car more comfortable and accommodating on the ground.
- Remove some of the tendency for bounding while going over obstacle, and thereby provide the car with a more even ride over larger obstacles.
LOWER FORCES ON THE STEERING WHEEL
In order to reduce the forces on the steering wheel, the steering gear has been changed using a new pinion (9) and torsion bar, something which has changed the working pressure on the servo oil within the steering gear. Length and shape of the tie rod (10) have also been adjusted for the new front end.
INCREASED RIM OFFSET FROM 25 TO 43 MM (1" TO 1-11/16")
The rims have a greater offset (a), i.e. the mounting plane of the rims toward the brake disc is located further out. The wheel offset, which now is the same as for 850, implies that the brake discs (1) and the hub have also been changed.
If rims with incorrect offset are mounted, this will alter the front end geometry at the risk of both inferior road handling characteristics and the tire hitting the edge of the fender. Using rims for the 900 in the 960, or vice versa, is not allowed!
BALL JOINT MOVED OUT - REDUCED SENSITIVITY TO WHEEL IMBALANCE
Ball joint (2) has been moved further out, which has greatly affected the entire front end geometry, with the exception of toe-in angle, which is unchanged. As before, the toe-in angles are adjusted by adjusting the tie-rod length.
Moving the ball joint out has produced a greater king pin angle (b), which has reduced the so-called lever effect (c). The new front end is thus less sensitive to vibrations caused by wheel imbalance, and this contributes to improved brake quality.
CAMBER OFFSET CHANGED
Camber offset (d), i.e. the distance, measured on road surface, between the drive axle and the wheel center line, has been changed from a positive dimension of 43 mm (1-11/16") to become slightly negative (-3 mm, -1/8"). This will reduce the tendency of the car to tilt while decelerating (when the forces are received from the center line of the wheel) which primarily happens when the tires have a different traction against the road surface.
IMPROVED ROAD-HOLDING
Track width has been increased from 1471 mm to 1502 mm (57.9" to 59.1"). This, along with a change of camber angle (e), from +0.3° to -0.7°, means that the road-holding ability has been improved as the wheels will remain largely vertical, with little rolling. This also has a positive effect on tire wear.
Bolt mounting between spring strut and spindle The spring strut mounting to the spindle is done using bolt mounting (3). The ball joint, now affected directly by the tie rod, has been moved further out, something which has greatly affected the entire front end geometry, with the exception of the toe-in angle, which is unchanged.
Good steering wheel feel even at higher speeds In order to retain a good feel for the road in the steering wheel while driving at higher speeds, in spite of increased power steering effect, the latter has been compensated by a greater caster offset in a way that, following a turn, the steering wheel bears quicker and more firmly toward the neutral position.
SMALLER TURNING DIAMETER
Thanks to the new front end, it has been possible to introduce more favorable wheel angles for cornering. These have been changed in such a way that while making a turn, the inner wheel turns more as compared to the previous front end designs. As a result, the car performs sharp turns in more comfortable way with less tire wear, and the turning diameter has been reduced from 9.9 m to 9.7 m. (32.5 ft. to 31.8 ft.).
NEW RIMS
Besides the fact that the rims with a new design have been developed for the new 960 with the changed offset, there are other important changes to point out:
- The spare tire of 960 has been redesigned. The wheel is built to provide full stability with or without ABS-control. It is the same type as the one used for 850, but different in tire size and offset. Thus mixing them is not allowed! Winter wheels of the 1995 model of 960 will have the 195/65 tire.