actually i think he was referring to the c6 STILL using the same rear suspension design as your average pickup truck/dump truck
actually dont the leafs mount perpendicular to the chassis, instead of latitudinal?
is latitudinal a word? :rofl
One of my good friends had a Z06 traded it in on a Ferrari, so I’m more then casually familiar with the car. If GM could get the steering feel right, install an appropriate interior and get the suspension up to date they would have the world class affordable super car. There is a reason no other serious sports car uses leaf springs(or in the vettes case, a single leaf spring), its antiquated technology that is a huge hurdle to over come to integrate it properly in a modern car. I’m starting to sound like a broken record here, the reason domestic are so much better at the quarter mile is because its what they were designed to do, a standing quarter mile is not a big factor when buying a super car, to most people who purchase them. That said off the top of my head, two imports that are quicker, Pagani Zonda C 12S and Koenigsegg CC8S
:nod
cool, but i meant parallel
:rofl
Knowing that there is one leaf spring that is perpendicular to the chassis is the important thing to understand.
oh there’s only one?
i gotta read about this…how does that even work, i figured there was like some sort of cantilever that works with one on the front and one on the back, but this is only my pothead brain wrapping itself around things i’ve never researched…
brbgoingtowikipedialol
huh, neat
it was an s2k… sheesh
wait…but no i don’t understand why it even has a rear swaybar, doesnt the spring essentially act as a swaybar?
The extent to which a leaf spring acts as an anti-roll bar is determined by the way it is mounted.
A single, loose center mount would cause the spring to pivot about the center axis, and push one wheel down as the other was compressed upward. This is exactly opposite an anti-roll bar, and has not been used on any generation of the Corvette.
A single, perfectly tight center mount that held a small center section of the spring flat against the frame would isolate one side of the spring from the other. No roll or anti-roll effect would appear. The rear spring of the C2, C3, and C4 has this type of mount, which effectively divides the spring in two. It becomes a quarter-elliptic spring.
Since the C4, the Corvette has had widely-spaced double mounts on the front. The rear spring has had double mounts since the C5. The spring is allowed to pivot about these two points. When the suspension compresses and the end of the leaf is pulled up, the center of the leaf spring between the two mounts moves down. This in turn reduces the spring force on the wheel on the opposite side of the car. In this way, the leaf acts like an anti-roll bar.
When both sides of the suspension compress, the center length between mounts forms a U, with each wheel contributing. When one wheel moves up while the other moves down, the leaf is forced to make an “S” shaped bend. One wheel resists of the motion of the other, again like an anti-roll bar. The C4 engineers had hoped that the resulting anti-roll rate would be sufficient to eliminate the need for conventional anti-roll bars. It was not, but those required were smaller and lighter.
The C2 and C3 Corvettes from 1963 until 1983 also used a transverse leaf spring with two mounts, but it was constructed of multiple steel leafs with plastic anti-friction liners, and the mounts were closer together. These two traits prevented it from acting as an anti-roll bar, and caused it to be heavier and less reliable than the modern one-piece unit.
It is true that in the Corvette C4 and subsequent generations, the motion of one wheel deliberately impacts the motion, or more accurately the instantaneous spring rate, of the other wheel. However, this is common to all “independent” suspensions that use anti-roll mechanisms.
shoulda kept reading :rofl
this shouldnt even be a thread, because like k20 said, we are all partial to what we own or believe, i knew i was gonna get shitted on. This topic wont go anywhere and it will just be a shouting match, how about we call it a draw and say that we all own our cars for a certain reason, therefore no one is right, only in there own aspect.
Domestics-big v8’s lots of torque cheap to mod, usually cant handle well, bad gas mileage
Imports- take over in the styling department, make good power, handle well, more of the overall package
not if i were to tell you a bought a camaro to run in a road coarse i would be lying, but if your telling me you bought you sti to tear up the 1/4 mile you would be an idiot, every car has there own specialty to them. Your comparing apples to oranges, which cant be done.
Im not trying to make people mad or anything, or think that what im saying is “absurd” all im doing is stirring the pot, make people think, so there is no need for people to get bent out of shape about it.
:ninja
The e36 m3 and the e30 318 are the greatest cars ever made /thread
this thread wouldn’t be so out of hand if certain people didn’t make such outrageous comments
For the price it still out handles most if not all of its imediate competition. How well does a SVT Lightning handle? 4200 pounds with a 8k lb. load capacity and it pulls over .9G on a skidpad. Not that the Corvette shound be updated but its hard to argue that with GM when the car performs as well as it does… If you want a Ferrari Then dont settle on a Vette I guess.
the spring is ancored so each side works seperately as its own spring. If it wasnt then it would do the opposite of a sway bar. Cough! Corvair
just for fun
outrageous = stupid
what might that be?
01 Camaro SS as scca auto x champ? I’ll get back to this after work… Im not mad by the way… its still a freindly conversation
dude, why do you feel the need to offend people? just because you dont believe in what i say or other people? grow up
good to hear theres another domestic