Coilovers
Thread Starter
Race Director
Joined: Jul 2007
Posts: 10,959
Likes: 2,641
From: Texas Hill Country
non-adjustable valving but you can spec them out to your needs.
mine is not a track car, I want weekend street valving with two track days per year on R888s with Z51 sway bars. They can handle the rest. I just want to set ride height/corner weights.
I had pfadts on my C5Z and once I set them I never touched them again.
they may have an adjustsable application but i don't need it.
call them for pricing.
mine is not a track car, I want weekend street valving with two track days per year on R888s with Z51 sway bars. They can handle the rest. I just want to set ride height/corner weights.
I had pfadts on my C5Z and once I set them I never touched them again.
they may have an adjustsable application but i don't need it.
call them for pricing.
Safety Car
Joined: Jan 2012
Posts: 4,885
Likes: 486
From: Cin City
St. Jude Donor '14
non-adjustable valving but you can spec them out to your needs.
mine is not a track car, I want weekend street valving with two track days per year on R888s with Z51 sway bars. They can handle the rest. I just want to set ride height/corner weights.
I had pfadts on my C5Z and once I set them I never touched them again.
they may have an adjustsable application but i don't need it.
call them for pricing.
mine is not a track car, I want weekend street valving with two track days per year on R888s with Z51 sway bars. They can handle the rest. I just want to set ride height/corner weights.
I had pfadts on my C5Z and once I set them I never touched them again.
they may have an adjustsable application but i don't need it.
call them for pricing.
for real tho, they have the mag ride resistor?
Burning Brakes
Joined: Sep 2011
Posts: 960
Likes: 40
This shop should be able to provide some direct fit coilovers for the C7:
http://shop.penskeshocks.com/PENSKE-...TE-COIL-OVERS/
My idea is to use a 100 pound spring on the front and a 150 pound spring on the rear. Those would be in addition to the stock springs. Of course valve the shocks for the total spring rate
.
http://shop.penskeshocks.com/PENSKE-...TE-COIL-OVERS/
My idea is to use a 100 pound spring on the front and a 150 pound spring on the rear. Those would be in addition to the stock springs. Of course valve the shocks for the total spring rate
.
Thread Starter
Race Director
Joined: Jul 2007
Posts: 10,959
Likes: 2,641
From: Texas Hill Country
This shop should be able to provide some direct fit coilovers for the C7:
http://shop.penskeshocks.com/PENSKE-...TE-COIL-OVERS/
My idea is to use a 100 pound spring on the front and a 150 pound spring on the rear. Those would be in addition to the stock springs. Of course valve the shocks for the total spring rate
.
http://shop.penskeshocks.com/PENSKE-...TE-COIL-OVERS/
My idea is to use a 100 pound spring on the front and a 150 pound spring on the rear. Those would be in addition to the stock springs. Of course valve the shocks for the total spring rate
.
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Burning Brakes
Joined: Sep 2011
Posts: 960
Likes: 40
Of course, but what setup do they promote ? Some of these club racers are putting same size wheels and tires front and rear and then nearly the same spring rates front and rear. Basically, we know from the development of the Z06 that, that is not necessary unless there is a driver style peculiarity. Also, the T1 suspension kit has similar spring rates to the Z06.
Well, here are some spring rates:
C6 Z06
Front, 531
Rear, 782
T1 race suspension kit
Front, 582
Rear, 850
.
Well, here are some spring rates:
C6 Z06
Front, 531
Rear, 782
T1 race suspension kit
Front, 582
Rear, 850
.
Last edited by B Stead; May 24, 2014 at 09:55 PM.
Burning Brakes
Joined: Sep 2011
Posts: 960
Likes: 40
Thread Starter
Race Director
Joined: Jul 2007
Posts: 10,959
Likes: 2,641
From: Texas Hill Country
Burning Brakes
Joined: Sep 2011
Posts: 960
Likes: 40
OEM springs and coilovers ? The advantage is less of a pinpoint load on the chassis and longevity of the chassis. In fact, aluminum has a problem as a limited number of fatigue cycles. The disadvantage is that the unsprung weight increases slightly instead of decreasing. Another disadvantage is that when raising or lowering then there are two spring systems to adjust. However, most Corvette lowering is about 3/4" and so just plan on that as a setup starting point. But the coilovers allow easier adjustment of total spring rate. The OEM spring rate is never changed only the coilover spring rate is changed
.
.
Last edited by B Stead; May 25, 2014 at 01:30 AM.
Thread Starter
Race Director
Joined: Jul 2007
Posts: 10,959
Likes: 2,641
From: Texas Hill Country
OEM springs and coilovers ? The advantage is less of a pinpoint load on the chassis and longevity of the chassis. In fact, aluminum has a problem as a limited number of fatigue cycles. The disadvantage is that the unsprung weight increases slightly instead of decreasing. Another disadvantage is that when raising or lowering then there are two spring systems to adjust. However, most Corvette lowering is about 3/4" and so just plan on that as a setup starting point. But the coilovers allow easier adjustment of total spring rate. The OEM spring rate is never changed only the coilover spring rate is changed
.
.
Burning Brakes
Joined: Sep 2011
Posts: 960
Likes: 40
I'm just concerned with the stress points on the chassis and balancing the load into the chassis. If the load can go into the chassis at two points (at each wheel corner) that's better than one point
.
Last edited by B Stead; May 25, 2014 at 10:58 AM.
Thread Starter
Race Director
Joined: Jul 2007
Posts: 10,959
Likes: 2,641
From: Texas Hill Country
just curious, not disagreeing.
Burning Brakes
Joined: Sep 2011
Posts: 960
Likes: 40
But the aluminum chassis:
Aluminum has a limited number of stress cycles before hairline cracking begins. And hairline cracking of aluminum structures is very common in aircraft. A aluminum vehicle chassis mitigates the concern about stress cycles by using very large and tall cross sections and making the chassis very stiff. The end result is only about 5% less weight than a steel chassis as the steel chassis would be expected to use a slightly smaller and shorter cross sections. (A chassis frame-channel cross-section is rectangular turned tallwise.)
.
Last edited by B Stead; May 25, 2014 at 11:49 AM.
Racer
Joined: Aug 2012
Posts: 272
Likes: 1
From: Franklin County PA
I also just finished quoting a upgraded shock package for another OEM Chevy vehicle and the testing required to ensure safety is extensive and at very high loads for hundreds of thousands of cycles. I would imagine that same testing applies to every car they make.
Burning Brakes
Joined: Sep 2011
Posts: 960
Likes: 40
But I didn't describe any failures. I described hairline cracking of aluminum structures that have a large number of stress cycles
.
Last edited by B Stead; Jun 1, 2014 at 08:05 PM.