- Rear End & Differential
- WELCOME TO Vtech Corvette, LLC!
- C3 Corvette Restoration Guide: Suspension and Differential Reassembly
- 1963-1979 Corvette IRS - Taxing The IRS
- C3 Corvette: Upgrading the Driveline
Rear End & DifferentialTo start, it might be helpful to consider the tire patch. Under normal circumstances, this is the only area where your Corvette meets the road. The problem is it changes shape and size dramatically as the car accelerates, brakes and turns. The two rear tire patches provide resistance to the engine torque, and any dissimilarity in the size or effectiveness of the two driven tire patches will dramatically affect handling. Visualize the static tire patch as the contact area of an inflated balloon pressed gently onto a glass topped table. By pushing down slightly harder on the balloon, the contact patch grows, just like the outside tire patch will grow when weight is transferred onto it in a turn. By reducing the pressure slightly on the balloon you will observe a reduction of the contact patch just as the tire patch is reduced when weight is pulled off the inside tire in a turn by weight transfer, braking action or by a rear sway bar or a combination of all three. In road racing, the engineer and driver must manage these dynamic tire patches to maximize the performance potential of the car. In a production based car like the Corvette, it is illegal to make wholesale changes to the suspension attachment points. Weight and the center of gravity 2. Frame stiffness 3. Tire size and brand 4. Ride height and alignment specs 5. Suspension bushing materials 6. Spring rates 7. Shocks 8. Stabilizer bars 9. To understand how the differential affects handling, we need to review how the Corvette Positrac differential works. As you know, both the Eaton and the Dana Corvette differentials use springs to preload the clutch pack that transfers torque to the unloaded tire. The Eaton system uses four coil springs, while the Dana utilizes a conical Belleview spring to preload the clutch pack. In an open differential, as long as the car is moving forward in a stable state, driven by the pinion gear engine powerboth tires are being driven, and the spider gears in the differential are stationary in relation to the side gears. Resistance torque from the tire patches is transferred to the differential by the stub axles. As long as this resistance is equal, the spider gears are stationary within the differential carrier. When this torque is unequal, the engine torque, through the pinion gear, drives only the wheel with the least resistance, which causes the spider gears to spin in relation to the speed differential. On the front axle this difference is accommodated by Ackerman steering geometry that causes the inside tire to turn more sharply than the outside tire. This lean plants the outside tire while lifting the inside, causing the engine torque to drive only the inside wheel, the one with the least resistance. In a high speed-high horsepower situation the inside tire tends to break traction. Bottom line: It turns in great, but you can only put the power down on the unloaded wheel and you end up accomplishing nothing but tattooing the racetrack with a single black stripe. In a locked differential, the spider gears are locked to the side gears at all times, as if they are welded together. You could never use a locked differential on a street driven car, as slow speed tight turns would break the axles in short order. You can use a locked differential on high speed racetracks if you can successfully accommodate the handling problems inherent with this setup. Since nothing can slip inside the differential, either the inside rear tire must be induced to slip, or the front tires are going to slide, or there is going to be a combination of both. Here is where a rear stabilizer will help. A rear stabilizer bar lifts the inside tire, which, along with the natural roll of the car on its suspension, causes the inside tire patch to further shrink which helps to induce slippage in the inside rear tire, which helps reduce front tire slippage understeer. The limited slip Corvette Positrac differential is an open differential with a spring loaded clutches that limit the speed differential between driven axles, thereby theoretically giving us the best of both worlds. It allows the car to turn in well, and the inside tire is discouraged from spinning wildly on corner exit. The clutches transfer the torque through the spider gears to help equalize the torque split. There are three different preload spring sets available for the Eaton differentials, but only the one lb. The higher the spring rate the more torque can be transferred across the spider gears.
WELCOME TO Vtech Corvette, LLC!
The kit advertised a 9-leaf spring but I counted only 7 leafs so the mounting bolts were too long probably for a 9-leaf Classics on Autotrader has listings for new and used Chevrolet Corvette Classics for sale near you. Chevrolet Corvette pro touring Model available on Turbo Squid, the world's leading provider of digital models for visualization, films, television, and games. The corvette runs and drives, and it can be driven in its current condition. Secrets of the C6 The C6 Corvette reaches top speeds on and off the track. Corvette convertible resto mod. It's easier on our App! Get it for Free. I bought the LS3 in it was only 3 years old and had only 8k miles. All C5 and C6 also available. Simple weld on subframe that can be easily performed in the garage. Part of the family here at Art Morrison. Comes with the following I finished this project about a year ago and have put only 1, miles on it since. We update our Corvette C6 Z06 exhaust inventory regularly to ensure you can buy outstanding exhaust parts and accessories at significant discounts every day. Designed for the highest-performing drag racing or pro-touring cars, interchangeable valve packs allow you to adapt to any track, any condition, anywhere. We go a step further giving you the additional advantage of convenience and product longevity with the inclusion of all necessary heavy duty installation hardware. Everything is either new, restored, or rebuilt. You may see examples of our work by viewing our photo gallery or projects webpage. Dealers, Suppliers of new and used components and — even our Competition. The Touring Suspension Kit restores the ride and handling of your C3 Corvette to the way it was meant to be. The Global West Suspension Advantage As coilover suspension grows in popularity and ride heights get lower, suspension travel is becoming more limited. Silver Sport Transmissions has the best engineered kits to modernize the powertrain of your Corvette. These are avaialble with a wide range of suspension systems. The kit is specially designed to improve the C3 suspension with new springs to restore ride height. Image courtesy of GM Media. Shark Bite Suspension. C2 Late and C3. C3 Corvette Models. If you are planning on lowering your car and running big tires for pro-touring or just achieving the desired look, extended travel front end kits are something you should be looking at. RideTech Suspension Packages feature matched components to upgrade the performance and ride quality of your muscle car, pickup truck or Corvette. All of us want noticeable results for spending our money on our cars. Whether you're looking for Corvette wheels, tuners, exhaust, headlights, tail lights, or any other Corvette performance parts, you know that you can find it here at Corvette Guys. This is where you would find C3 Corvettes with the LT-1 engine option. The Corvette Grand Sport was the pinnacle of the fourth-generation Corvettes. All C3 Corvettes for sale are listed below. Products in this section include simple bolt-on components, complete bolt-on systems, and entire handling focused back-half systems. Get App. Complete restoration and body as well as complete Corvette resto mod is available. Traditionally most of these early Corvettes spent more time on trailers and in garages than they did on the track, but that is quickly changing.
C3 Corvette Restoration Guide: Suspension and Differential Reassembly
Eaton cast-iron differential housings were installed on — Sharks. A Dana aluminum differential housing and mounting structure was installed on the — Sharks. A unique stationary crossmember mounting system suspended the castiron housings, and a rubber-bushed mount was used at the front to prevent differential rotation. In the — Shark differential, the major difference was the integral differential cover and support structure. The rear aluminum cover and differential crossmember casting assembly removed a few pounds at the rear. This informative Shark differential photo shows some of the things that Corvette specialists Mid America Motorworks in Effingham, Illinois, can do for you. The right side of the differential has all factory low-horsepower components and strap-type universal joint yoke retainers. On the left, high-strength universal caps are installed with a performance camber control strut rod. Photo Courtesy Mid America Motorworks. Both early and late differentials were a key component of the rear suspension for propelling and maintaining alignment of the rear wheels. You need to determine the application of your C3 in order to decide which differential is best for it. High-performance street Sharks that infrequently enjoy a weekend at autocross events are not going to be an issue if you are using 8- to inch-wide tires and you have less than hp. Smooth driving with good accelerator control gets you around the road course faster and your differential is able to handle the load much easier. One definite note on the differential: Regardless of how easy you are, road racing eventually takes out a high-mileage factory Eaton or Dana differential. All OEM Shark differentials have difficulty withstanding the loads in drag racing. Original Shark tires were rated at about hp or more and were a maximum 8 inches wide. They were not nearly as good as modern tires and provided only a modicum of traction. Today we have sticky wide tires with traction compound on most drag strips. You can be assured differential obliteration is imminent if you have more than hp under the hood. When you surpass hp with sticky tires, the strap-type axle yokes that connect the differential to the axleshafts on your Shark can fail. This reproduction carrier for Eaton differentials is available for a Shark. Eaton made the differentials for GM. This is a heavy-duty replacement with high-tension Posi-Traction springs and the latest carbon-disc Posi-Traction clutch packs. Many of the original Eaton differential carrier assemblies have been used and abused over the past plus years. Although rebuilding is an option for low-mileage units, high-mileage units should be replaced. With all-new components, it delivers equal traction when you launch off the line. The only thing you need to do for years to come is change the fluid. The bearing and seal kit does the job right for a total rebuild of the differential assembly. This is a typical Posi-Traction clutch plate from an Eaton carrier. The only sure way to know the clutch plate condition is to remove it and inspect it. I replace all clutch plates for all performance builds to ensure even traction under load. Later designs do not have the reliefs cut into them for more friction surface, and they tend to cause noise during cornering when the fluid requires servicing. The all-new carrier assembly right out of the box has the best parts and tight clearances to allow the most reliability in the design parameters. Companies, such as Duntov Motor Company, have taken these well-built Eaton assemblies and added spring pressure to the Posi-Traction clutch pack for extreme conditions. The — Dana differential is another story; not quite as many pieces are available for the hp-and-up applications. No new differential ring gear carriers are available unless you find a new old stock piece lying around somewhere. If you are road racing, the stock axleshaft yokes are good for about hp. You can find the Posi-Traction clutch packs, but they are designed without the Eaton-style coil spring pressure system. Adding extra torque loading to the clutch pack is not easy and is limited because of the convex pressure spring used. Ring-and-pinion gear sets are getting tougher to find, requiring multiple vendors to supply the available eight ratios from 3.
1963-1979 Corvette IRS - Taxing The IRS
At this stage, the frame has been inspected, repaired, and finished. All of the light rust damage has been repaired. Any accident damage or rust that has eaten through the frame has been cut out. New parts have been welded into place by a professional Corvette repair shop. This is the perfect time to install refurbished or rebuilt components. Place the frame in a low-traffic and well-lit area so it can be safely reassembled. Placing it on a large piece of non-shag gray or any light color carpet makes it easier to locate dropped parts. The carpet stops parts from bouncing under a table or into a small crevice. Place the frame on four safety stands that are sturdy and protected with pieces of cardboard. Set up several large tables so assembly parts can be laid out in their correct order. This saves a lot of time during the reassembly process when trying to locate the next part to install onto the frame. The front suspension is the perfect place to start reassembling the foundation of your C3. Simply reverse the disassembly procedure discussed in Chapter 6. Tubular upper and lower aftermarket control arms are available from Corvette suppliers such as Van Steel. These parts reduce the unsprung weight of your front suspension and are just as strong as the stamped-steel factory parts. However, if you are just going to use your car for cruising and not racing the factory parts work very well. This is a good time to refurbish or replace the steel control arms. Several well-known Corvette specialty shops offer like-new components at a competitive price that includes a warranty. Each part is cleaned, inspected for cracks, aligned, and powdercoated. New ball joints with rubber or polyurethane bushings are included in the rebuild process. These control arms come ready for installation. In my opinion, this is money well spent. The differential is solidly mounted to the frame and is connected to the engine with a driveshaft. The transverse leaf spring bolts to the differential and is connected to the rear suspension trailing arms. All of these components should be evaluated, inspected, and repaired or replaced as necessary. Now that the frame has been returned to your work area, reconfirm your factory frame measurements. To take the desired measurements, refer to the top right photo on page The frame is light enough for two people to carry it to your work area for assembly. This frame has been carefully placed on four safety stands and four large pieces of cardboard to protect the frame from any scratches. The large gray carpet remnant makes the reassembly process more comfortable and dropped parts are more easily found. Start gathering various bits and pieces, such as small bolts and brake and fuel lines, and place them in your work area. Van Steel uses this square piece of aluminum cut to the proper specification to measure the distance between the two upper control arm brackets. This is an important area to reinspect before you start installing your parts because the crosspiece that runs under the engine is prone to bending. Any mismeasurement makes it difficult to align the chassis correctly. The two rear lower control arm attachments must also be securely welded to the frame. Your completed front suspension should look like this unit, which is installed on a Corvette.