Just making sure these were typical in case I decide to list them.
550# front coil free length?
Thread Starter
Le Mans Master
Joined: Apr 2007
Posts: 7,353
Likes: 72
From: Graceland in a Not Correctly Restored Stingray
550# front coil free length?
Have dug out a set of un-cut Guldstrand front coils that appear to be ~550# (given gauge, diameter and live coils), which have a free length of 12.25". How does this length compare to the 550's you guys have been installing? TIA
Team Owner
Joined: Apr 1999
Posts: 21,953
Likes: 1,445
From: Reno Nevada
2024 C3 of the Year Finalist- Modified
Team Owner
Joined: Jul 2004
Posts: 40,412
Likes: 792
From: Redondo Beach, California
Just a comment for readers of this thread.
I equated the 550 lb/in coils with performance Corvette suspension systems, so when I renewed, by 1968, I installed 550lb/in springs. I also reduced the weight of my 68 by perhaps 200 pounds (?). Anyhow, the 550 lb/in springs are way too much for my car. With a 460 pound per inch monospring in the back, I feel my 68 is way too tight for freeway driving. Bumps in the road, whatever, with the stiff suspension cause the car to bounce into the air momentarily. This creates steering control problems, also enhanced by the 68 factory power steering that has no road feel at all. With road bumps, and a stiff suspension, my body bounces around in the car, and if my body motions are translated to the steering wheel, then there's more steering control problems.
Of course, driving my 08, all of the above comments are not too relevant. The 08 has a steering feel that feeds back turning forces. On a high speed turn the steering wheel presents some force to hold it in the turn. But as far as road bumps go...the 08 will absorb much more than the 68, but still the 08 has enough of hard suspension that it can be also bounced in the air on big bumps.
.................
Ok, Ok,,about all these critical comments. I know if I bought a Honda Civic and drove to all traffic rules, I wouldn't have to be fussed about all these things.
I equated the 550 lb/in coils with performance Corvette suspension systems, so when I renewed, by 1968, I installed 550lb/in springs. I also reduced the weight of my 68 by perhaps 200 pounds (?). Anyhow, the 550 lb/in springs are way too much for my car. With a 460 pound per inch monospring in the back, I feel my 68 is way too tight for freeway driving. Bumps in the road, whatever, with the stiff suspension cause the car to bounce into the air momentarily. This creates steering control problems, also enhanced by the 68 factory power steering that has no road feel at all. With road bumps, and a stiff suspension, my body bounces around in the car, and if my body motions are translated to the steering wheel, then there's more steering control problems.
Of course, driving my 08, all of the above comments are not too relevant. The 08 has a steering feel that feeds back turning forces. On a high speed turn the steering wheel presents some force to hold it in the turn. But as far as road bumps go...the 08 will absorb much more than the 68, but still the 08 has enough of hard suspension that it can be also bounced in the air on big bumps.
.................
Ok, Ok,,about all these critical comments. I know if I bought a Honda Civic and drove to all traffic rules, I wouldn't have to be fussed about all these things.
Team Owner
Joined: Apr 1999
Posts: 21,953
Likes: 1,445
From: Reno Nevada
2024 C3 of the Year Finalist- Modified
Just a comment for readers of this thread.
I equated the 550 lb/in coils with performance Corvette suspension systems, so when I renewed, by 1968, I installed 550lb/in springs. I also reduced the weight of my 68 by perhaps 200 pounds (?). Anyhow, the 550 lb/in springs are way too much for my car. With a 460 pound per inch monospring in the back, I feel my 68 is way too tight for freeway driving. Bumps in the road, whatever, with the stiff suspension cause the car to bounce into the air momentarily. This creates steering control problems, also enhanced by the 68 factory power steering that has no road feel at all. With road bumps, and a stiff suspension, my body bounces around in the car, and if my body motions are translated to the steering wheel, then there's more steering control problems.
Of course, driving my 08, all of the above comments are not too relevant. The 08 has a steering feel that feeds back turning forces. On a high speed turn the steering wheel presents some force to hold it in the turn. But as far as road bumps go...the 08 will absorb much more than the 68, but still the 08 has enough of hard suspension that it can be also bounced in the air on big bumps.
I equated the 550 lb/in coils with performance Corvette suspension systems, so when I renewed, by 1968, I installed 550lb/in springs. I also reduced the weight of my 68 by perhaps 200 pounds (?). Anyhow, the 550 lb/in springs are way too much for my car. With a 460 pound per inch monospring in the back, I feel my 68 is way too tight for freeway driving. Bumps in the road, whatever, with the stiff suspension cause the car to bounce into the air momentarily. This creates steering control problems, also enhanced by the 68 factory power steering that has no road feel at all. With road bumps, and a stiff suspension, my body bounces around in the car, and if my body motions are translated to the steering wheel, then there's more steering control problems.
Of course, driving my 08, all of the above comments are not too relevant. The 08 has a steering feel that feeds back turning forces. On a high speed turn the steering wheel presents some force to hold it in the turn. But as far as road bumps go...the 08 will absorb much more than the 68, but still the 08 has enough of hard suspension that it can be also bounced in the air on big bumps.
I would have to see it to believe it first. Then I would figure what's wrong with your Vettes.
I wonder only because I installed 550# front and 500# rear back in the mid 80's when my vette was still kind of new. I was thinking about the times it went airborne on me. The only times I could remember were objects in the road. Like the dead deer laying in the road and it's midnight and raining. That tore the power steering ram off from the impact at 85 mph. Years later I went airborne when I hit a truck bumper laying in the freeway and it blew the front tires and destroyed the rims.
I actually moved up to 700# front springs on an extremely lightened front end and it drives nice.
Thread Starter
Le Mans Master
Joined: Apr 2007
Posts: 7,353
Likes: 72
From: Graceland in a Not Correctly Restored Stingray
Some food for thought, while we're at it...
Since my question has been answered, I don't have any problem with 68/70Vette, gkull or others interjecting such thoughts for the benefit of other readers. So, as the OP I'll take the liberty to do so myself, just in case any viewers may be debating spring rate choices themselves...
I understand that ride quality is a significant priority for many a C3 owner, and accept that not everyone wishes to sacrifice as much comfort as others may in pursuit of maximum cornering capacity. Thing is, IMCO in the latter case it's often under-estimated how much support the nose actually needs when you start pressing really, really hard, and nearly as often over-estimated due to preconceived notions how much spring and/or bar is necessary in the rear to tune balance and drivability at the limits. As I've said before, things can be quite different hanging on the edge at 10/10ths than they may appear from 7 or 8/10ths.
In my case, Dick Guldstrand convinced me to try 860# fronts back when I was grappling to sort out my BB SA, and I've had them on it pretty much ever since, but have never had more rear spring than ~F41 rate. I'm not done improving things, but it is fairly well balanced, is very manageable at it's limits and - tho it corners hard enough that I'll be looking into dry-sump oiling should a 3qt. accumulator prove insufficient - doesn't ride all that harshly, at least to my backside.
The real point here is that it depends on what one is after as to how spring rate characteristics ought to be viewed. That said, preferences are one thing, but no preconceived notion ever altered the affect springs and bars have on roll couple distribution. Another of my $.02
I understand that ride quality is a significant priority for many a C3 owner, and accept that not everyone wishes to sacrifice as much comfort as others may in pursuit of maximum cornering capacity. Thing is, IMCO in the latter case it's often under-estimated how much support the nose actually needs when you start pressing really, really hard, and nearly as often over-estimated due to preconceived notions how much spring and/or bar is necessary in the rear to tune balance and drivability at the limits. As I've said before, things can be quite different hanging on the edge at 10/10ths than they may appear from 7 or 8/10ths.
In my case, Dick Guldstrand convinced me to try 860# fronts back when I was grappling to sort out my BB SA, and I've had them on it pretty much ever since, but have never had more rear spring than ~F41 rate. I'm not done improving things, but it is fairly well balanced, is very manageable at it's limits and - tho it corners hard enough that I'll be looking into dry-sump oiling should a 3qt. accumulator prove insufficient - doesn't ride all that harshly, at least to my backside.
The real point here is that it depends on what one is after as to how spring rate characteristics ought to be viewed. That said, preferences are one thing, but no preconceived notion ever altered the affect springs and bars have on roll couple distribution. Another of my $.02
Last edited by TheSkunkWorks; Dec 30, 2010 at 07:00 PM.
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