Carrera coil overs, Frankland quick change-14 gear changes, custom half shafts, custom carrier, etc. etc........................

 

oopps....... http://community.webshots.com/user/david788

 

Wow nice a quickchange IRS. I see you have the compelte greenwood double a arm suspension also. Nice! Those telescopic axles are just the thing I was thinking about doing, since i'm using a C4 dana44 which is similar to the vipers I was thinking about using shortened viper axles.

 

thats one sick vette,but in a good way
really mean looking

 

Bring that thing to Road America for the VSCDA Fall Festival (September) YOU will have NOTHING BUT FUN!! I always do!!
....redvetracr

 

You gave TT a bo_er

 

Ahh so thats what the guldstrand 5 link looks like installed.

Edit: oops

 

TT I have a question about those axles. Are they just a male and female splined section slipped together with some grease on the sliding surfaces? It would seam to me that in a high load situation (like your car coming out of a tight corner with you standing on the throttle and the tires hooked up) the splines would tend to bind up. Particularly with the outside axle. I was just wondering how these things are made and if they do bind.

Thanks.

BigBlockk

Later.....

 

Well...not a boner but it's not like you see this stuff everyday

It's not a guldstrand 5 bar, that looks like a stock suspension with 2 trailing rods and 2 lower camber rods (the setting of the forward lower camber rod in relation to the rear sets the toe) this is a greenwood double a arm.
Bigblockk...they really are just male and female splined parts.

 

Thats not the Guldstrand 5 link. This is the Guldstrand 5 link.

 

it's this: SCHWIIIINNNNGGGGGGG!!!!!!!!!!!!!!!!

 

okay dumb question but whats so great about it. I dont mean this in a nasty way but edumacate me.

 

That use to be a vette frame....TT you continue to scare me.

I'd like to hear any pro's and con's on this setup also.

 

The Greenwood rear suspension was the most sophisticated ever put in a C3. The entire car setup revolved around that rear suspension. The stock suspension has some serious shortcomings. The Greenwood suspension was the only one that really solved all of them. It is the grandfather of the C5 and C6 rears.

TT, where do you get those pictures? I've been looking for shots like that. I've seen the illustration but not the car construction ones. I never could understand how they could get all of that upper A arm between the frame rail and the wheel. That is how it looks in the illustration. Now I see that along with the frame rail offset the inner attaching points are farther offset to the center of the car. Now seeing these pictures I have to say to myself "well STUPID if you had a little imagination you could have figured that much out". Sometimes I don't know how I get through the day. Oh well!

Also TT, about those axles. I know that Norval has the stud axles floating on his car but I was wondering about the Tom's Differential IRS that is NHRA certified to 7.50. It has a single member that runs from the differential to the bearing carrier just behind the halfshaft. It appears to take the place of the halfshaft as a suspension member. If this member were made the correct length, I believe you wouldn't need to float the stub axles.

Like I said in my other post, it would seam to me that under high loadings the splines could bind and prevent the suspension from moving or more importantly bind and then release at the most inopportune time. I don't know, maybe I'm worrying about nothing.

Wouldn't be the first time.

BigBlockk

Later.....

 

This car originally had a greenwood set up but was replaced in 1977 due to rear suspension failures contributing to a season ending crash. The greenwood rear ends of that period were ahead of there time but had flaws. Bob Krekel who built and raced this car was an engineer, it is based off the Greenwood but is heavier duty, its a one of a kind which is always a joy if you need to change or replace anything, I had my hand slapped badly when I changed out some bolts etc, Bob had all specially made, most have special tapers and are alloy, it sticks to the road like a brick. I can provide more photos if interested. Unfortunately this is a case where I understand what Bob did and why, but at times his engineer speak is over my head. The rear suspension always draws WOWS

 

Sorry, Bob was a CanAm racer they built or rebuilt everything themselves as most every thing on those cars were custom. The carriers are custom and Frankland rears cage includes top mounts which I'll have to pull up some older body off pics to show. I'll catch hell on this but the only things actually Corvette on this car are an acid dipped frame, door handles, windshield, rear window trim molding, front A arms, and rear bumper/spoiler, and if I remember correctly a 68 vette steering column. If you break it, you make it.................

 

BigBlockk. I don't know what the toms stuff looks like...I;lllhave to check it out. There's not that much load on the splines, only the driving forces and the same system works fine on the transmission of a live axle (floating trans yoke)

I'm not too crazy about floating the stub axles either, that's why I was looking at the viper axles. They are too long but shortening them is a breeze and they are set up for 1350 joints (the older types, later cars have cv joints)

I got the pics from the greenwood pages, the chassis pics are under race cars -> customer cars and then under #3 "none"

This is the whole thing that got me thinking about doing the double a arms, it's just a much better setup than the 5 bar even if you add a 6 link type upper strut arrangement to it. My system will be a tad different, the toe control is in the lower arm, not the upper so I don't have to notch the frame like that and it also allows the mounting of the diagonal rods (that run to the pinion area) to be mounted on the lower amr so that it's always in the same plane. That saves from having to machine intricate angled clevises so that they hinge in the same line (like what greenwood did) and I can mount the shocks directly on the upright instead of the lower arm, makes it more responsive and lessens the load on the rod ends.

Widebody that sounds like my kind of car..my list of original parts included only a modified frame, 2 doors, the door glass and 2 mirrors, the rear bearing carriers and front spindles and the halfshafts. The rest is non stock. Dang I love your car

 

BTW, Widebody..looking at the pics of your car (can't stop drooling over it LOL ) Don't you have the "wrong" headlight covers? All the wide bodies I've seen had either no exposed lights or these:

 

Now I see where the guldstrand comment came from, made an error, I edited my reply to say greenwood