![]() That would put the coil overs "over" the leaf springs in the rear for simple installation. All we need to know are some weights and motion ratios so we can plug it into our spring rate calculator to determine a starting point on coil rates: We know the shock length and mounting required. wider, low profile, high performance tiresĪs the shocks we use in our coil overs are the exact same shocks we use in our Shockwaves, I see no reason why you couldn't fit coil overs to that car. Regardless of what spring is holding the vehicle up, handling improvements can come from: I think you'll find a number of people here that will disagree with that statement. I understand you may not be interested in air suspension, but your previous post basically states, "air suspension is not a handling improvement". I'm just to close to the issue I think.Īny suggestions on how to deal with the suspension given the intended use and budget constraints? ![]() But not much in the way of altering it other than what can be done with factory adjustments or bolt on parts (like: fox chassis caster plates, etc).Īnyways, you can probably see I'm a bit turned around. I do have understanding of caster, camber, trail, scrub radius, KIA, etc and what moving each in a direction does to the car/handling. Not a lot of alterations other than bolt on. Electronics are easy peasy, but not much of that in a 1962 ford.īut suspension is something I've either replaced or repaired. I'm quiet experienced in drivetrain and to a bit lesser extent, body work and interior. Plans are eventually for a rack and pinion conversion, but that's a ways off. The front I think will be OK in the interim with some unibody bracing and a decent rebuild/respring. I've been around the block a couple times in my head with panhard bars/ watts links/sway bars, but I'm not sure which way to go in the rear. Besides, a 1962 TBird is pretty low to start with. Winter andnfrost heave makes roads a nightmare at the best of times. The car is as low as its going to go, road conditions are bad enough to leave it alone. I can't change that rubber for a different size either, its what I have to work with for now. Not much rubber for so much weight but its all I've got to work with. What I have in my mind is getting the front and rear suspension to stay in as consistent an alignment as possible and improve what it is as much as possible. To be honest, I don't think I want to get into cutting out spring towers and welding in suspensions anyways. It will have to suffer with the stock front suspension configuration (ie: spring over top A arm and lower radius arms) and the rear leaf spring suspension for a while. I have to do underbody rust repair, so I'm planning some torsional stiffening to the unibody as I go. ![]() ![]() Weight loss is in its future, but I'm budget constrained so it will have to be done in stages. Its a big heavy car (4000+ lbs) and I can't decide how to build it. That understood, I'm a little back and forth on suspension. Its mostly just for fun with me and the wife. First, the intended use for this car is weekend cruising (maybe a couple hundred miles at most) and the occational timed road rally or a targa event (like targa newfoundland).
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