The Vorshlag/AST test program has generated another new fitment: C5 Corvette shocks. Thanks go to Dean Yamada for giving us his car for over a week so that we could test the car before/after, no questions asked. He even handed over the keys and his R compounds one day so we could autocross the car. Outstanding!
Above: Prototype C5 Coilovers. Changes coming soon for coilover use - currently installed without springs, and they still worked wonders for improving ride quality and transition feel.
We sell a lot of AST shocks without springs, and the C5's unique transverse leaf springs are not something you simply throw into the trash for no reason. The ultra low placement of the factory composite leafs have a very low CG, but there aren't as many factory or aftermarket leaf spring choices as with a coilover spring. For those wanting ultra stiff spring rates, coilovers still offer more rate and length choices. But as with any shock installation that isn't already a coilover form the factory, many other factors have to be taken into account, namely: strength of the factory shock mounting areas and hardware. We have more work to do before releasing this as a coilover set-up.
Anyway, installation was pretty straightforward, other than compressing the front shock during removal (zip ties as a droop limiter actually worked). We ran across a stripped hole from a previous installation, but a little prep work, welding, and alignment and a new stud was added to fix that.
Left: Hanchey doing the install. Right: Front 4100 shock installed.
Rear shock installed. Note blind upper shock mount (cannot get to the back of that).
The front rebound adjusters are reachable but the rears mount into the top in a blind hole, so we can't get to that knob yet - we're going to switch to an inverted rear shock design like the VW Mark V uses to allow for easier access to adjust.
More soon...
Above: Prototype C5 Coilovers. Changes coming soon for coilover use - currently installed without springs, and they still worked wonders for improving ride quality and transition feel.
We sell a lot of AST shocks without springs, and the C5's unique transverse leaf springs are not something you simply throw into the trash for no reason. The ultra low placement of the factory composite leafs have a very low CG, but there aren't as many factory or aftermarket leaf spring choices as with a coilover spring. For those wanting ultra stiff spring rates, coilovers still offer more rate and length choices. But as with any shock installation that isn't already a coilover form the factory, many other factors have to be taken into account, namely: strength of the factory shock mounting areas and hardware. We have more work to do before releasing this as a coilover set-up.
Anyway, installation was pretty straightforward, other than compressing the front shock during removal (zip ties as a droop limiter actually worked). We ran across a stripped hole from a previous installation, but a little prep work, welding, and alignment and a new stud was added to fix that.
Left: Hanchey doing the install. Right: Front 4100 shock installed.
Rear shock installed. Note blind upper shock mount (cannot get to the back of that).
The front rebound adjusters are reachable but the rears mount into the top in a blind hole, so we can't get to that knob yet - we're going to switch to an inverted rear shock design like the VW Mark V uses to allow for easier access to adjust.
More soon...
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