text: For the new models, the Chrysler Corporation introduced the Isolated Transverse Suspension System; this new front suspension system used torsion bars that crossed and were mounted transversely beneath the engine, a noticeable change from the longitudinal torsion bar suspension that Chrysler had introduced in 1957 and had used on all models up to that time. This new transverse torsion bar system was not as geometrically favorable as its predecessor, but it saved space and weight. In addition, the new front suspension system was touted as giving a "big car ride" as the suspension had a low, or softer, fore-and-aft compliance. This allowed the wheels to move rearward, instead of straight up and down, when the tires encountered an object, thereby dampening the blow and "rolling with" the bump rather than resisting it. The two transverse torsion bars were mounted along with an anti-sway bar forward of the front wheels, integrating both into a spring-strut front suspension. These components were attached to a K-shaped structural cross member, which itself was isolated from the unitized car body by four rubber mounts. The steering column was also rubber-isolated. Wheel alignment adjustments such as caster and camber could be made by removing plates over the wheel housings. Chrysler Corporation also employed the Isolated Transverse Suspension System with their M- and J-platform models.
  The rear suspension of the Volaré/Aspen was more traditional for Chrysler Corporation passenger cars, as it used a conventional leaf spring (semi-elliptical) suspension system. However, this leaf spring arrangement was also rubber-isolated, which eliminated a metal-to-metal path through which road noise or vibration could be transmitted to the body.