Corvette,Leaf-spring,Suspensio car Corvette Leaf-spring Suspensions Analysis
General Lee: For such a TSP platform, indeed, is the test of the ability to integrate the same time, just She always has been mentioned in the business platform is a completely independent intellectual property platform and our platform is t In the shape of the design, the Core wing broke through the traditional appearance of the other models, the Core-wing sense of movement and high-level sense of the high degree of balance, which must be improved, both in the interior styling
The Corvette was not the first car tocombine leaf springs with independent suspension. As well as the TriumphHerald, Fiat did something similar in the 50s with steel springs. The recentVolvo 960 Wagon (not sedan) also used fibreglass leaf springs in the rear withindependent suspension. The Corvette is, as far as I know, the only vehiclethat uses this setup both front and rear. The system is definitely independent, notlike a live axle or a twist beam rear end. With dependent systems, when onewheel moves, the other is forced to move too. The design of the Corvettesuspension is such that even though both sides are linked one side can movewithout affecting the other, hence its classification as independent. But how -what about that leaf spring? Surely if it's attached to both sides, that makesthis a dependent suspension system?On the older Corvettes (C2, C3, C4 rear end) the leaf spring was rigidlyclamped to the subframe in the centre. That made it act like two separate leafsprings, one for each side. As two separate leaf springs it, like a torsionbar, was simply an alternative to coil springs.When considering coil-spring type suspension, the 'third spring' is essentiallyforgotten - the two visible coils are considered to be the springing part ofthe suspension. Not so - there's the anti-roll bar too. Whilst not technicallya spring, it does act as a transverse torsion bar linking both sides of thesuspension together.So the way GM started using the tranverse leaf spring is actually very clever;it lets one spring act as both a traditional spring and an anti-roll.Yes - if one wheel moves, spring forces (not geometric displacements like wesee with a live axle) are applied to the other wheel - however, in a car withan anti-roll bar the same thing happens (see the section on anti roll bars).The problem was that it worked well as a spring, but not so well as ananti-roll bar, so in the end GM had to add anti-roll bars too. Typically, aftermarket tuners will tear theleaf springs out and replace them with coil spring systems simply to make lifeeasier. GM left many things on the Corvette with room for improvement. Leafsprings are not really a fundamental problem - typically the view is thatCorvettes would be no better from the factory with coil springs. A traditionalleaf spring live axle saves money because the cost of leaf springs is less thancoils, trailing arms, pan hard rod etc. The Corvette has all the samesuspension arms as a system with coil springs, so the only difference is thecost of the fibreglass leaf vs. the cost of the coil spring; leaf springs costmore than a coil so GM didn't do it to save money. It's not immediately clearthen why they did it other than perhaps 'because they could'. To round off this section then, here is anexcellent link talking about how this suspension works - it does a far betterjob than I can: Fibreglass springsFind out more about Volkswagencontrol arm China manufacturer by visit lemdor.com.
Corvette,Leaf-spring,Suspensio