BrianCunningham wrote:
BTW I'll be using those same lower mounts for my Penskes.

BrianCunningham wrote:
You can go to either progressive rate, or in my case dual rate springs. Which is an advantage over the stock springs.

SpectatorRacing wrote:


They offer no tangible handling advantage on a Corvette (C4 or C5) other than the ability to better set up the car.

I'm not saying don't buy them, simply that you should understand what you're really getting. They are not going to magically fix or improve handling. This is a common misconception because typically the kits come with springs and shocks that are stiffer than the stock parts. You can just as easily get a stiffer leaf spring and achieve the same result.

SpectatorRacing wrote:
Quote:

BrianCunningham wrote:
You can go to either progressive rate, or in my case dual rate springs. Which is an advantage over the stock springs.

Aren't you getting into a much pricier system, though? I agree these dual rate set ups are nice for street/track cars, but you've now lost your "bang for the buck" moniker.

BrianCunningham wrote:


My shocks are expensive,

the springs aren't

It's just two springs and a coupler.

BillH wrote:

Can't say I totally agree, Jon. But, I don't think they're magical.

BrianCunningham wrote:
You should be able to put dual rate coils on any coilover setup bilstein included.

That custom rear mount takes care of the rear loading problem.

having a progressive rate makes a world of difference on the street or the track.

BrianCunningham wrote:
Noo there not
and here's why

klkordzi wrote:
That is quite a bit of money for coilovers on your car where you will still have to replace the shock tower. The shock tower on an 85 will not support coilovers. Most people will will replace the shock tower with ones from a later year or make up their own. I made up my own. Going with coilovers made for the 85 means you have a smaller diameter spring to fit within the shock tower. If you make up your own towers, you can go with QA1's which are significantly cheaper. Also, that lower mount is very pretty but I can do a lot with that $250 and make up my own.

mseven wrote:
Quote:

BrianCunningham wrote:
Noo there not
and here's why

I thought this was already at the builders, why not trailor it over there?

BillH wrote:
Well, the OP is putting these on with AutoX and track events in mind. And he's competitive in his class.

The breakage thing could be poor engineering or a hundred other things.
Your results speak for themselves, maybe it's the driver.

Buttermore's results with leafs are fine, doesn't mean much though.

I don't hate leafs but I've never been wild about the transverse application.

If you have the articles and can post any, I'll read them.

Aardwolf wrote:
I totally agree with the above. I'd look at sway bars, good shocks, sway bar heim links, heim links for the rear suspension, corner weigh/chassis setup. Put zerks in so you can lube the suspension bushings. I've found it doesn't take long before the sway bars become dampeners. Before anything budget for seat time.

383tpimachine wrote:
what are heim links?

astock165 wrote:
Quote:

383tpimachine wrote:
what are heim links?

Heim jointed sway bar links. Heim joints are another term for spherical bearing or rod end, like the type you'll be getting on the rear suspension kits.

The sway bar links are basically miniature versions of the links you'll be replacing on the rear suspension. The spherical bearings allow more free rotation and remove binding. Typically the length is adjustable so you can properly corner weight the car.

There are a number of swaybar links out there for the C4 but be wary and look closely at each since they all have different characteristics. Make sure to see if each has truly infinite length adjustability or just the half turn adjustability of a male rod end threaded into a female rod end.