Corvette leaf spring

Since 1963, transverse leaf springs have been an integral part of the suspension of GM's Chevrolet Corvette.
This article concerns the practical dierences between
leafs and coils, popular misconceptions, and the design
considerations that led to their inclusion in the Corvette.

Traditional use of leaf springs

Main article: Hotchkiss drive

A leaf spring is a long, at, thin, and exible piece of

The C5 Corvettes rear suspension.

Rear: Rigid axle supported by longitudinal leaf

springs which also act as longitudinal control
links.[1]
C2 (19631967), C3 (19681982):
Front: Independent unequal-length double
wishbones with coil springs.
Rear: Independent suspension with trailing and
lateral links supported by a centrally mounted
leaf spring.[2]

A traditional leaf spring arrangement.

spring steel or composite material that resists bending.

The basic principles of leaf spring design and assembly
are relatively simple, and leafs have been used in various capacities since medieval times. Most heavy duty vehicles today use two sets of leaf springs per solid axle,
mounted longitudinally to support the weight of the vehicle. This Hotchkiss system requires that each leaf set
act as both a spring and a torsional reaction stable link.
Because leaf sets lack rigidity, such a dual-role is only
suited for applications where load-bearing capability is
more important than precision in suspension response.

C4 (19841996):
Front: Independent unequal-length double
wishbones with transverse berglass mono-leaf
spring mounted to allow for anti-roll eect.
Rear: Independent suspension with trailing and
lateral links supported by a centrally mounted
berglass mono-leaf spring.
C5 (19972004), C6 (20052013), C7(2014- ):

Leaf springs on the Corvette

Front & rear: Independent unequal-length

double wishbones with transverse berglass
mono-leaf spring mounted to allow for anti-roll
eect.

All seven generations of the Corvette have used leaf

springs in some capacity. The basic arrangement for each
generation is listed as follows:

In the C2 and subsequent generations, a leaf spring is

mounted transversely in the chassis and used in conjunction with several independent suspension designs. Common to these post-C1 Corvettes, the leaf acts only as a

C1 (19531962):
Front: Independent unequal-length double
wishbones with coil springs.
1

2 LEAF SPRINGS ON THE CORVETTE

spring, and not a suspension arm or a link. Because it

is not required to stabilize the wheels, the leaf functions
in much the same manner as a coil spring. This conguration obviates the drawbacks and imprecision associated
with leaf springs in a traditional Hotchkiss suspension layout.

At static ride height the leaf spring applies the same

300 lb to each side of the suspension.
In compression the spring force has increased to 500
lb but is still even between both sides

2.2 The leaf spring as an anti-roll bar

2.1

Motion of a transverse leaf spring

The extent to which a leaf spring acts as an anti-roll bar

bar is determined by the way it is mounted.[3][4] A single,
The following images show the movements of an indeloose center mount would cause the spring to pivot about
pendent suspension using a transverse leaf spring. For all
the center axis, pushing one wheel down as the other was
images:
compressed upward. This is exactly opposite of an antiroll bar and has not been used on any generation of the
The suspension arms are green
Corvette.
The chassis is blue

A single, perfectly rigid center mount that held a small

center section of the spring at against the frame would
The uprights are gray
isolate one side of the spring from the other. No roll
or anti-roll eect would appear. The rear spring of the
Leaf springs are dark gray
C2, C3, and C4 has this type of mount, which eectively
Pivot links connecting the ends of the springs to the divides the spring in two. It becomes a quarter-elliptic
spring.
suspension arms are red
1 - A transverse leaf spring suspension at rest, with
separate right and left springs.
2 - The same split-spring conguration with the left
wheel in compression.
Illustrations #1 and #2 show independent left and right
leaf springs mounted rigidly to a chassis. In the rst illustration, the suspension is at rest. As a left wheel moves
up in the second illustration, the left spring exes upward,
but the right spring remains unaected. Because the two
springs are not connected, the movement of one wheel
has no eect on the spring rate of the opposite wheel.
While the C2, C3, and C4 Corvettes used a continuous
spring instead of the split spring of the illustration, left
and right spring rates remained independent because the
spring was rigidly mounted at its center to the chassis.

A single transverse spring with a exible center

mount. When one side is pushed up the other side
moves down.
A transverse leaf spring with a semi-rigid mount.
When one side is pushed up the other side moves
down signicantly less than in the exible mount
case.
A transverse leaf spring with a central rigid mount.
The two spring halves are eectively isolated.
Movements of one half of the spring do not aect
the other half.

Beginning with the C4 model, the Corvette has had

widely spaced double mounts on the front. The rear
spring has had double mounts since the C5. The spring
is allowed to pivot about these two points. When only
one wheel is compressed as in illustration #5, the por 3 - A single transverse leaf spring suspension similar tion of the spring between the mounts assumes a horizontal S shape. An impact that compresses the left wheel
to that used on the C5 and C6 Corvette.
will tighten the bend radius of the right half of the spring,
4 - The same single-leaf suspension with both wheels thereby lowering the spring rate for the right wheel like
compressed upward.
an anti-roll bar.[5] The caster, camber, toe-in, and general
orientation of the left wheel remain unchanged.
Illustrations #3 and #4 show an independent suspension
with a single transverse leaf spring, an arrangement simi 5 - The single-leaf suspension with the left side in
lar to that used on the C5 and C6 Corvettes and the front
compression.
of the C4 Corvette. While at rest in illustration #3, the
5a - The same suspension in rear prole.
leaf forms a symmetric arc between the left and right sides
of the suspension with equal force applied to each. Un These super-imposed images show an exaggerated
der the compression of both wheels in illustration #4, the
view of the leaf spring ex when the wheels are comwidely spaced chassis mounts allow the spring to pivot;
pressed, in droop and in roll. The S-bent spring is
the ends of the spring ex upward and the center moves
shown in blue.
down.[3] Spring force remains even between both sides.

3.2

Disadvantages

Left side shown in compression, right side shown at

static height. The left side spring force has increased
from 500 lbs to 600 lbs while the right side has decreased from 300 lb to 200 lb.
Approximate FEA model of a leaf spring under
load. The initial, unbent shape of the spring is shown
as a silhouette box. An upward deection on the
right side of the spring results in a smaller upward
movement on the left side.
With the Corvettes suspension conguration, the effects of the anti-roll bar and leaf spring add together at
the wheels.[6] This additive property allows Corvette engineers to use a smaller, lighter anti-roll bar than the
car would otherwise require if it used conventional coil
springs. From Dave McLellan, chief engineer on the C4
Corvette program:[7]
We planned to use a massive front [roll] bar
to achieve the roll stiness we were after.
We found, however, that by spreading the
body attachment of the front suspension berglass spring into two separate attachments 18
inches apart, we could achieve a major portion
of the roll stiness contribution of the front roll
bar for free. We still used a massive front bar,
but it would have been even bigger and heavier if it had not been supplemented by the leaf
spring.

Transverse leaf springs within

independent suspensions

3.1

Advantages

Less unsprung weight. Coil springs contribute to unsprung weight; the less there is, the more quickly the
wheel can respond at a given spring rate.[8]
Less weight. The C4 Corvettes composite front leaf
weighed 1/3 as much as the pair of conventional coil
springs it would replace. Volvo reported that the single composite leaf spring used in the rear suspension
of the 960 Wagon had the same mass as just one of
the two springs it replaced.[9][8]
Weight is positioned lower. Coil springs and the
associated chassis hard mounts raise the center of
mass of the car.[10][8]
As used on the Corvette, ride height can be adjusted
by changing the length of the end links connecting
the leaf to the suspension arms. This allows small
changes in ride height with minimal eects on the
spring rate.[8]

3
Also as used on the C4 front suspension, C5, and
C6 Corvettes, the leaf spring acts as an anti-roll bar,
allowing for smaller and lighter bars than if the car
were equipped with coil springs. As implemented
on the C3 and C4 rear suspensions with a rigid central mount, the anti-roll eect does not occur.[8]
Packaging. As used on the C5 and later Corvettes
the use of OEM coil over damper springs would have
forced the chassis engineers to either vertically raise
the shock towers or move them inward. In the rear
this would have reduced trunk space. In the front
this would have interfered with engine packaging.
The use of the leaf spring allowed the spring to be
placed out of the way under the chassis and while
keeping the diameter of the shock absorber assembly to that of just the damper rather than damper
and spring.[11]
Superior wear characteristics. The Corvettes composite leaf springs last longer than coils, though in
a car as light as the Corvette, the dierence is not
especially signicant. No composite Corvette leaf
has ever been replaced due to fatigue failure, though
steel leafs from 1963 to 1983 have been. As of
1980, the composite spring was an option on the C3.

3.2 Disadvantages
Lack of aftermarket support. This is largely due to
the relative rarity versus coil springs.[8]
Packaging can be problematic; the leaf must span
from one side of the car to the other. This can limit
applications where the drivetrain, or another part, is
in the way.
Materials expense. Steel coils are commodity items;
a single composite leaf spring costs more than two
of them.
Design complexity. Composite monoleafs allow for
considerable variety in shape, thickness, and materials. They are inherently more expensive to design,
particularly in performance applications.
Cost of modication. As a result of specialized design and packaging, changing spring rates often requires a custom unit. Coil springs in various sizes
and rates are available inexpensively.
Susceptibility to damage. Engine uids and exhaust
modications like cat-back removal might weaken
or destroy composite springs over time. The leaf
spring is more susceptible to heat related damage
than conventional steel springs.
Perception. Due to its association with springlocated solid axles, the leaf spring has a stigma unrelated to the spring itself.

46

RECENT PATENTS AND RESEARCH UTILIZING DUAL PIVOTALLY SUPPORTED COMPOSITE LEAF SPRINGS

Racing concerns
Running stier springs left-to-right would require either asymmetrical spring mounts or an asymmetric
spring. However, a few companies such as VBP offer kits that allow independent adjustment of spring
rate and ride height at all four corners of the car.
Regulations often prohibit the use of leaf springs;
NASCAR does not allow them.

VW 1-Litre-Car prototype car

GM W platform cars- (Lumina, Grand Prix, Regal,
Cutlass Supreme).
GM E platform cars- (Eldorado, Toronado, Riviera,
Reatta, Allante).
Mercedes Smart ForTwo (used with MacPherson
Struts)

Indigo, a Swedish made, low volume roadster. Due

The more compact shape of a coil spring can allow
to the anti-roll properties of the transverse leaf
for variation in more suspension design and spring
spring setup the car does not use a separate front
placement. Because a transverse leaf spring must
anti-roll bar.[12]
span the width of the car, open-wheel cars are too
low to use them. The leaf spring would have to pass Many small European cars such as the Opel GT, Fiat 128,
through the gearbox or the drivers legs.
the Yugo, and the Triumph Motor Company small chas Coil springs are not car-specic. A Porsche, an sis cars (Herald, Vitesse, Spitre, GT6) used transverse
LMP, and a Ferrari can all use a spring custom steel springs in similar fashion. The Yugos steel spring
wound on the same generic equipment. Custom used twin attachment points and did provide anti-roll cacomposite leaf springs require expensive retooling pability.
and cannot be used across car models.
The characteristics of coil springs in a performance
environment are known, and racers will use what
they know. Most race teams do not have adequate
experience with leaf springs to use them in this capacity.
Carroll Smith is quoted in his book, Engineer to Win
If I were involved in the design of a new passenger vehicle, however, I would give serious consideration to the use of a transverse composite
single leaf spring of unidirectional glass or carbon lament in an epoxy matrix. This would be
the lightest practical spring conguration and,
although space constraints would seem to limit
its use in racing, it should be perfectly feasible on road-going vehicles, from large trucks to
small commuter cars. (Since I wrote this paragraph the new-generation Corvette has come out
with just such a spring to control its independent
suspension systems-at both end of the car.)

Transverse leaf springs in other

vehicles

In addition to the Corvette, a composite transverse leaf

spring has been used on other GM and non-GM vehicles.
Volvo 960 (Wagon only)
Volvo S90
Mercedes Sprinter vans (transverse in front only)

6 Recent patents and research utilizing dual pivotally supported

composite leaf springs
In addition to the vehicles mentioned above, several automotive companies have researched suspension designs
using a transverse composite leaf spring supported in a
fashion similar to that of the Corvette.
Ford Global Technologies, 2006 patent #7029017,
Wheel suspension for a motor vehicle with a transverse leaf spring.[13]
Porsche AG, 2000 patent # 6029987, Front Axle for
a Motor Vehicle. Describes a strut suspension system
supported by a transverse leaf spring system largely
the same as that used by the Corvette. The Porsche
patent mentions the benecial stability eects of this
arrangement[14]
Honda, 1992 Transverse leaf spring type suspension
patent #5141209[15]
DaimlerChrysler, 2004, patent #6811169, Composite Spring Design that also Performs the Lower Control Arm Function for a Conventional or Active Suspension System[16]
ZF released a concept rear suspension design in October 2009 using a composite spring based rear suspension. The strut based suspension uses a transverse leaf spring to function as both ride and antiroll spring. The ZF concept diers from the system
used on the Corvette by using the leaf spring as one
of the suspension links.[17][18]

References

[1] http://faculty.delhi.edu/purdysd/62VettePhotos/
FINF12.JPG
[2] http://www.britishv8.org/Other/DaleRembold/
DaleRembold-J.JPG
[3] Lamm, Michael. P44, The Newest Corvette. 1984
[4] http://www.google.com/patents?hl=en&lr=&vid=
USPAT6189904
[5] Suspension, The Quest For Neutral Steer
[6] Hookes law
[7] Corvette from the Inside, Dave McLellan, p120
[8] 2014 Chevrolet Corvette Stingray Z51 Suspension Walkaround
[9] Composite leaf springs - Volvo
[10] Vette Engineering Manager Explains C7 Chassis Marc
Noordeloos, Automobile Magazine 2/22/2013
[11] Schefter, James (1998). All Corvettes Are Red. Pocket
Publishing. ISBN 978-0-671-68501-0.
[12] http://www.lakritz.se/nyheter/INDIGO.PDF
[13] http://www.google.com/patents?id=
D0p3AAAAEBAJ&dq=7,029,017
[14] http://www.google.com/patents?id=1gkEAAAAEBAJ&
zoom=4&pg=PA5#v=onepage&q=&f=false
[15] http://www.google.com/patents?id=
mFYkAAAAEBAJ&zoom=4&pg=PA1#v=onepage&
q=&f=false
[16] http://www.google.com/patents?id=
3kYQAAAAEBAJ&zoom=4&pg=PA1#v=onepage&
q=&f=false
[17] http://www.zf.com/media/media/en/document/
corporate/press/downloads/texte_2009/tx2009-10-28_
Leichtbau-Fahrwerke_zf.pdf
[18] http://thatcarblog.com/?p=687

External links
http://www.autozine.org/technical_school/
suspension/tech_suspension1.htm
http://www.circletrack.com/techarticles/ctrp_
0602_leaf_springs/
GM Patent #5425829- describing a method for creating variable rate composite leaf springs. Includes
background information on benets to transverse
leaf springs used with conventional suspension designs
Popular Mechanics, New steel-tough jobs for plastics in cars July 1985

9 TEXT AND IMAGE SOURCES, CONTRIBUTORS, AND LICENSES

Text and image sources, contributors, and licenses

9.1

Text

Corvette leaf spring Source: http://en.wikipedia.org/wiki/Corvette%20leaf%20spring?oldid=637988907 Contributors: Julesd, Mrand,

Jusjih, Alexdi, Duk, Pearle, Hooperbloob, Damnreds, Dan100, Bobrayner, Scriberius, GregorB, Vossanova, ScottJ, Old Moonraker,
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FordGT90Concept, SkyBoxx, Black Kite, DarkShroom, TehBoo, Sfan00 IMG, Autostream, SoxBot III, DumZiBoT, Springee, Yobot,
AnomieBOT, LilHelpa, FrescoBot, DrilBot, DARTH SIDIOUS 2, Huycong198, Helpful Pixie Bot, Khazar2 and Anonymous: 65

9.2

Images

File:Leafs1.jpg Source: http://upload.wikimedia.org/wikipedia/commons/6/63/Leafs1.jpg License: Public domain Contributors: Originally from en.wikipedia; description page is/was here. Original artist: Original uploader was Dave Indech at en.wikipedia
File:Leafs2.jpg Source: http://upload.wikimedia.org/wikipedia/commons/5/51/Leafs2.jpg License: Public domain Contributors: Transferred from en.wikipedia; transferred to Commons by User:Liftarn using CommonsHelper.
Original artist: Self. Original uploader was Sciguy1 at en.wikipedia

9.3

Content license

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