Indepedent Rear Suspension (IRS) in a 4th Gen
09-01-2012, 01:33 PM
#102
I don't know about major differences, but the arms and knuckles are slightly different. The rear arms have different mounts for the leaf spring on the C6, and the C6 geometry was revised. I don't know if GM changed the pickup points or altered the arms to achieve that though.
09-09-2012, 07:34 PM
#103
On The Tree
iTrader: (20)
Join Date: Mar 2007
Location: TX
Posts: 126
Likes: 0
Received 0 Likes
on
0 Posts
-C5 has a wider track.
-Hydroformed frames are almost identical, subframes mount in virtually the same way. The change in wheel-base is in the rear control-arm mounting locations, not the frame itself. The channeling around the door jams is different, and the frame IN FRONT of the front wheels is short, but the frame itself and subframes are pretty much the same. You can bolt a C6 rear cross member in a C5 chassis and use all C6 control arms and make the car the same wheel base as a C6.
-Diff mounts are different on the subframe.
-Torque tubes are different lengths, bellhousings are different lengths.
-Rear upper control arm mounting points move from a 2 ear and through bolt style to a dogbone pin bolted directly to the frame.
-C6 spindle is a little thicker for the brake mounts to help with the flex issue that the C5's had with pad tapper.
-Moral of the story.....The geometry is almost the exact same on a C5 and C6.
Thanks to those who posted this information that I am quoting from corvetteforum and pro-touring.com.
05-26-2013, 10:23 AM
#105
I just spotted something here that needs a bit of clarity.
Are you describing a 97 and earlier F-body with 4X ABS?
If you are using a 92+ Vette rear end with the 47 tooth rings to swap into a 97 or earlier car, wouldn't it be just as easier (and cheaper) to swap the front spindles from a 98+ F-bidy and have 47x exciter rings all around?
I don't think that the tooth count really matters for ABS function as much as having the pulses count evenly from all 4 wheels during rotation.
Then there’s the exciter ring. The 98+ ABS/ASR(TCS) cars came with 47 tooth exciter rings, good news here is so did the 92+ Corvettes. "...If the car has a 53 tooth four channel ABS unit (97 and earlier) then new rings will need to be made..." Costs will vary, but expect to pay around $300 to do so.
If you are using a 92+ Vette rear end with the 47 tooth rings to swap into a 97 or earlier car, wouldn't it be just as easier (and cheaper) to swap the front spindles from a 98+ F-bidy and have 47x exciter rings all around?
I don't think that the tooth count really matters for ABS function as much as having the pulses count evenly from all 4 wheels during rotation.
05-27-2013, 08:09 PM
#106
I just spotted something here that needs a bit of clarity.
Are you describing a 97 and earlier F-body with 4X ABS?
If you are using a 92+ Vette rear end with the 47 tooth rings to swap into a 97 or earlier car, wouldn't it be just as easier (and cheaper) to swap the front spindles from a 98+ F-bidy and have 47x exciter rings all around?
I don't think that the tooth count really matters for ABS function as much as having the pulses count evenly from all 4 wheels during rotation.
Are you describing a 97 and earlier F-body with 4X ABS?
If you are using a 92+ Vette rear end with the 47 tooth rings to swap into a 97 or earlier car, wouldn't it be just as easier (and cheaper) to swap the front spindles from a 98+ F-bidy and have 47x exciter rings all around?
I don't think that the tooth count really matters for ABS function as much as having the pulses count evenly from all 4 wheels during rotation.
The 98's and newer use a different module then the '93-'97. The part numbers for the front wheel bearing hubs (abs included) for '93-'2002, though, appear to be the same. So the tooth count upfront, whatever it is in that sealed up hub assembly, is the same for all years.
Last edited by lees02WS6; 05-27-2013 at 08:15 PM.
05-29-2013, 12:33 AM
#108
I went ahead and looked up the front hubs from both cars. The C4 vette hubs dont seem a lot different from the 4th gen F-body hubs.
Timken 513085 92 C4 vette
Timken 513090 97- fbody
Ill go ahead and order both and mic out both of em when I get back home in the next two weeks.
Timken 513085 92 C4 vette
Timken 513090 97- fbody
Ill go ahead and order both and mic out both of em when I get back home in the next two weeks.
06-12-2013, 10:57 PM
#109
On The Tree
Join Date: Jun 2013
Posts: 116
Likes: 0
Received 0 Likes
on
0 Posts
I dont know much about this topic but... can the rear suspension of a 2013 camaro ZL1 (Ignore the Magnetic Ride Stuff) work? I know that its much more bigger than C6's rear suspention but I really want to know... if its possible to do that
06-14-2013, 05:03 PM
#111
On The Tree
iTrader: (20)
Join Date: Mar 2007
Location: TX
Posts: 126
Likes: 0
Received 0 Likes
on
0 Posts
Exactly, nearly anything is possible. The truth is there would be a lot of added weight going with that setup and increased complication of install. In the end if you'd be prefer the camaro setup for some reason then you might as well go with a C5/6 setup and get better performance and less weight compared to the 5th gen.
06-15-2013, 12:22 AM
#112
On The Tree
Join Date: Jun 2013
Posts: 116
Likes: 0
Received 0 Likes
on
0 Posts
Exactly, nearly anything is possible. The truth is there would be a lot of added weight going with that setup and increased complication of install. In the end if you'd be prefer the camaro setup for some reason then you might as well go with a C5/6 setup and get better performance and less weight compared to the 5th gen.
http://www.tonkinonlineparts.com/sho...ssembly=819991
I already ask for help to speartech (they are going to help to make the wire to the LSA and the trans) but the cannot help me w this ...
some help here?
Last edited by SesiomSummers; 06-15-2013 at 12:34 AM.
06-15-2013, 01:50 PM
#113
Well... Id have to say that is quite ambitious.
However, if your willing to front the cash, you'd be better off (MUUCH better off actually) with the C5 IRS. That Gen 5 IRS would add a crap load of weight to the *** of that car, and the unsprung weight would be greater than the C5 well.
Remember, the unsprung weight of those components would be neglegible under the 4000lbs chassis of a '13 Camaro.
If your willing to chunk out the cash, then heres a great place to start...
http://www.streetrodgarage.com/c5-in...al-cradle.aspx
However, if your willing to front the cash, you'd be better off (MUUCH better off actually) with the C5 IRS. That Gen 5 IRS would add a crap load of weight to the *** of that car, and the unsprung weight would be greater than the C5 well.
Remember, the unsprung weight of those components would be neglegible under the 4000lbs chassis of a '13 Camaro.
If your willing to chunk out the cash, then heres a great place to start...
http://www.streetrodgarage.com/c5-in...al-cradle.aspx
06-24-2013, 07:04 PM
#114
I went ahead and looked up the front hubs from both cars. The C4 vette hubs dont seem a lot different from the 4th gen F-body hubs.
Timken 513085 92 C4 vette
Timken 513090 97- fbody
Ill go ahead and order both and mic out both of em when I get back home in the next two weeks.
Timken 513085 92 C4 vette
Timken 513090 97- fbody
Ill go ahead and order both and mic out both of em when I get back home in the next two weeks.
The 92+ C4 and 94 4th gen F-body front hubs have identical tooth counts. In fact, they are both near perfectly identical aside from the bolt holes being threaded in the F-body, and the shorter protrusion of the wire socket of the 4th gen.
If you are swapping the the 92+ IRS into an F-body fitted with 4-channel ABS, then everything should work fine.
I can't wait to test this with my C5 ABS module swap!
Last edited by Driver_10; 06-24-2013 at 09:36 PM.
06-27-2013, 06:36 AM
#116
You mean to service or replace the fuel pump? You could cut an access panel above it.
If I need to remove the fuel tank, I remove the exhaust, the driveshaft, unplug the ABS, unbolt the control arms, shocks, brakes, the two bolts that hold diff carrier beam (bat wing), the two bolts that secure the front of the diff to the trans tunnel mount, and then lower the whole rear assembly with an ATV jack.
If I need to remove the fuel tank, I remove the exhaust, the driveshaft, unplug the ABS, unbolt the control arms, shocks, brakes, the two bolts that hold diff carrier beam (bat wing), the two bolts that secure the front of the diff to the trans tunnel mount, and then lower the whole rear assembly with an ATV jack.
Last edited by lees02WS6; 06-27-2013 at 07:57 AM.
06-27-2013, 09:58 AM
#117
TECH Apprentice
Join Date: Feb 2006
Location: Bridgewater, Ma
Posts: 338
Likes: 0
Received 0 Likes
on
0 Posts
06-28-2013, 10:44 PM
#118
IRS really shines over live axles while driving at speed over transitioning surfaces like bumps and dips.
07-13-2013, 07:02 PM
#120
Let me put it this way. I drafted up some new brackets for the trailing arms that I plan to weld together in a few weeks. I do this for my own amusement. The cost of and complexity of this job, combined with the indifference of most of the f-body guys (most of whom are drag racers), makes a kit very unlikely.
Other guys have come up with kits, but those are for pro-touring guys where there is at least a microscopic market. The guys who would likely be interested are guys who a) don't drag race b) never plan to autocross in a class where they'd be competitive c) have the time, desire and money to see the installation through.
Other guys have come up with kits, but those are for pro-touring guys where there is at least a microscopic market. The guys who would likely be interested are guys who a) don't drag race b) never plan to autocross in a class where they'd be competitive c) have the time, desire and money to see the installation through.