FElony, if ya don’t mind me asking, what is the “ Mopar solution”? Thanks
Joe Menard
In the early 60's, the Chrysler products relied heavily on pinion snubber "science" to force the axle down under spring wrapup. This worked well on the track, but narrow snubber gaps caused a lot of undesirable bounce in street driving. Nevertheless, relatively soft production spring rates made the snubber work the best.
In the later 60's, Chrysler's approach changed to eliminate the snubber bounce with the HD suspension production option. In the B-bodies, this entailed a 6-leaf spring pack on the right and a 4-leaf on the left that offset torque application. To stop axle tramping, the front of the springs, as measured from the axle mounts, were shorter than the rears. Fords are much longer, allowing more twist.
For added power handling, Direct Connection (now Mopar Performance) offered the Super Stock spring package over the counter. This included 7 springs on the right and 5 on the left. Pushing down on the back of a car with these results in very little movement.
The added right springs are half-leaf to the front, effectively making them clamp-on traction bars. Neither the HD or SS springs made the car tilt when viewed from the rear. I recall the DC also sold an adjustable pinion snubber kit for those who wanted to go that route. I have the SS springs on my Road Runner and factory HD's on my Satellite.
So, Jay's stock replacement springs, as wayne mentioned, will be low and weak. However, he can now use the leftover springs to tailor to the application, if he goes that way. His traction bars are meant to prevent axle hop on rapid deceleration, especially with stick cars. I have seen them before, but knocking my head against the wall several times did not result in a brand name. I have some dry wall to fix, though. If he goes Day Two, I think standard snubber bars or Lakewood J-bolts would be better.