[BRUTAL64]

Originally Posted by Ultraperio

RX-7's and possibly 300zx's if i remember correctly had 'passive rear steer' where strategically placed bushings allowed passive toe out on the outside rear under load when in a corner giving the car over-steer like behavior without loss of traction. Problem is, when the bushings inevitably wear out you have some wacky toe situations which unsettle the car.

Solution is delrin or urethane bushings to stiffen up play or aftermarket solid toe links to eliminate the setup entirely.

For C2 and C3 trailing arms--the best is a "johnny Joint".

[Ultraperio]

This reminds me, I have a model of the majority of a C4's rear suspension/differential in accurate dimensions in solidworks if anyone is interested and dabbles in that sort of thing.

Credit goes to the creator, unfortunate i cant remember who or where.

[BRUTAL64]

Originally Posted by Ultraperio

This reminds me, I have a model of the majority of a C4's rear suspension/differential in accurate dimensions in solidworks if anyone is interested and dabbles in that sort of thing.

Credit goes to the creator, unfortunate i cant remember who or where.

You have drawings to use a C4 diff in an C2/3??

[Ultraperio]

Originally Posted by BRUTAL64

You have drawings to use a C4 diff in an C2/3??

I don't have anything C2/3 related but that model does have all bolt holes. Would just be a matter of understanding the diff mount setup in the C2/3 and getting measurements.

[BRUTAL64]

Originally Posted by Ultraperio

I don't have anything C2/3 related but that model does have all bolt holes. Would just be a matter of understanding the diff mount setup in the C2/3 and getting measurements.

I have a little information on the swap--unfortunately it isn't that easy. TT at vettemod.com has all that info on the swap--if I remember correctly.

[Ultraperio]

Originally Posted by BRUTAL64

I have a little information on the swap--unfortunately it isn't that easy. TT at vettemod.com has all that info on the swap--if I remember correctly.

Yea, I've been reading up on that guys project. Pretty impressive CAD/fabrication skills that guy has.

[BADDASSC6]

Let me out it this way. C6 and c5 vettes have 50/50 distribution, but the run a 245 front with a 295 rear. Steady rate. Cornering the car pushes. As far as race cars and what's ideal there are a lot of other factors. In F1 engine packaging and aerodynamics dominate. Those cars are so light that the driver is a significant mass. They car more about overall weight and packaging. The tightest corners they are still doing 90mph. Aero is always in play. I red a great article about the development of carbon fiber transmission housings. They were lighter than the magnesium units, but the cars were already running ballast to make weight. The big gain was that the magnesium units got soft at something like 300c. They CF ones can run hotter which allowed them to use smaller heat exchangers. This resulted in a big top end gain and a big gain in fuel efficiency. The best advice I ever heard was to look at what the competive guysare running. GT cars have much more room for design levity and this you see much more varing competitive cars. In gt2 we see mid engine ferraris fighting with ass happy 911s fr M3 and Big bore Corvettes having very tight battles in long 24hr races. Ultimately you can make anything work. Vary tire sizes componds, suspension tuning, wings whatever. The key is to get out there and see what works.

[BRUTAL64]

Originally Posted by Ultraperio

Yea, I've been reading up on that guys project. Pretty impressive CAD/fabrication skills that guy has.

I have met and talked with TT and his twin brother. Very impressive people!

[BRUTAL64]

Originally Posted by BADDASSC6

Let me out it this way. C6 and c5 vettes have 50/50 distribution, but the run a 245 front with a 295 rear. Steady rate. Cornering the car pushes. As far as race cars and what's ideal there are a lot of other factors. In F1 engine packaging and aerodynamics dominate. Those cars are so light that the driver is a significant mass. They car more about overall weight and packaging. The tightest corners they are still doing 90mph. Aero is always in play. I red a great article about the development of carbon fiber transmission housings. They were lighter than the magnesium units, but the cars were already running ballast to make weight. The big gain was that the magnesium units got soft at something like 300c. They CF ones can run hotter which allowed them to use smaller heat exchangers. This resulted in a big top end gain and a big gain in fuel efficiency. The best advice I ever heard was to look at what the competive guysare running. GT cars have much more room for design levity and this you see much more varing competitive cars. In gt2 we see mid engine ferraris fighting with ass happy 911s fr M3 and Big bore Corvettes having very tight battles in long 24hr races. Ultimately you can make anything work. Vary tire sizes componds, suspension tuning, wings whatever. The key is to get out there and see what works.

Great stuff----again!

[Vettezuki]

Originally Posted by Ultraperio

This reminds me, I have a model of the majority of a C4's rear suspension/differential in accurate dimensions in solidworks if anyone is interested and dabbles in that sort of thing.

Credit goes to the creator, unfortunate i cant remember who or where. .

Betcha it's Twin Turbo (Marck) over in Europeland. BTW, the Guldstrand 5 Link is basically the same setup for C2/3 as the C4 suspension. In fact, as the story goes, GM got it from him practically over lunch. This is something I seriously consider for down the road.