Ma va la sei te che non capisci una cippa! Ma se c'è la Vette che monta delle supermegastrafighe balestre in fibra di carbonio avvitate con viti in tungsteno-berillio con filettatura sinistrorsa e denti a delta di venere che sono 1000mila volte meglio dei quadrilateri!
Intanto la plebea Vette si "permette" in pista di stare davanti al gioiello 430 col cavallino rampante....
Poi Anto' te lo avro detto un paio di volte come stanno le cose e ti ho pure postato qualche link ingegneristico per andarti a leggere come stanno le cose sulla Corvette.....almeno quando SPARI CAZZATE fallo documentandoti un pochino prima invece di fare la figura dell'ignorante saccente.
Ecco ti posto un frammento di un'articolo sull'uso della balestra trasversale sulla Corvette (che BADA BENE, ha i QUADRILATERI sia davanti che dietro), e tale articolo ti SPIEGA che nella fattispecie, l'uso della balestra e' un elemento di RAFFINATEZZA e non di rozzagine (tanto che' tra i contro vengono menzionati i costi piu' elevati guarda te....)
Ora TU non potrai essere d'accordo con tale soluzione ma non e' detto che quello che dici TU sia oro colato...
LEGGI LEGGI LEGGI prima di spararle grosse
Leaf springs on the Corvette
The C6 Corvette's rear suspension.The Corvette suspension has unequal length double wishbones, or A-arms, for all four wheels, and half-shafts in place of a solid rear axle. This allows independent articulation for each wheel. A-arms are considered the ideal arrangement for performance cars because they keep the wheel perpendicular to the road, regardless of chassis movement. All modern Ferraris use this system.
Traditionally, a coil spring is mounted between the chassis and each lower A-arm. The coil compresses in proportion to the spring rate when the A-arm rises, and it is this resistance against compression that suspends the car.
GM has equipped the Corvette with two one-piece fiberglass composite leaf springs in place of coils. They run transversely across the width of the car, mounted in two places equidistant from the centerline. Each end is bolted to the bottom of an A-arm such that when the A-arm rises, the leaf pulls it down, again in proportion to a known spring rate. In this way, four coils are replaced with two leaf springs.
Because both coils and leafs in these configurations act only as simple springs and are not required to stabilize the wheels, their function is almost identical.
Top Gear once joked that as trucks use leaf springs, the Corvette must handle like one. In reality, the Corvette's leaf springs afford certain advantages and disadvantages.
Advantages of transverse leaf springs
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.
Less weight. The C4 Corvette's composite front leaf weighed 1/3 as much as the pair of conventional coil springs it would replace.
Weight is positioned lower. Coil springs and the associated chassis hard mounts raise the center of gravity of the car.
Superior wear characteristics. The Corvette's composite leaf springs last longer than coils, though in a car as light as the Corvette, the difference is not especially significant. No Corvette leaf has ever been replaced due to fatigue failure.
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 effects on the spring rate.
Also as used on the Corvette, the leaf spring acts as an anti-roll bar, allowing for smaller and lighter bars than if the car were equipped with coil springs.
Disadvantages of transverse leaf springs
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.
Susceptibility to damage. Engine fluids and exhaust modifications like cat-back removal might weaken or destroy composite springs over time. The spring is more susceptible to heat related damage than conventional steel springs.
La frase finale e' per quelli come te che parlano per sentito dire e non si documentano
Perception. Like pushrod engines, the leaf spring has a stigma that overshadows its advantages.« Ultima modifica: Novembre 21, 2006, 18:09:47 pm da saturno_v »
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