[HWYSTR455]

Originally Posted by FrankieT/A

Not correct...'78's got 8" wheels also, but the outer lip was painted and the corner was really sharp.

Ok, now that I didn't know! Thank you!

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[HWYSTR455]

Originally Posted by FrankieT/A

Anything from Herb Adams was aftermarket. WS6 cars had nylon from the factory. Plenty of aftermarket company's offer nylon. Let's not forget Herb designed (or should say Spec-ed the suspension for 1st gens and second gens) the suspension in the first place.

Yeah, my point was that they were also available aftermarket.

In the 80s, I called VSE a lot, and had many, long discussions with Mr. Adams regarding configs, setups, etc. He would talk your ear off! Heheh! He is missed dearly.


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[FrankieT/A]

Originally Posted by HWYSTR455

Yeah, my point was that they were also available aftermarket.

In the 80s, I called VSE a lot, and had many, long discussions with Mr. Adams regarding configs, setups, etc. He would talk your ear off! Heheh! He is missed dearly.


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You got that right...Herb was cool as sh**. Did he pass?

WS6 wheel for '78, regardless of car color.

[HWYSTR455]

I thought he did pass, maybe not? ... Nah, I was mistaken, he didn't pass! Whew!

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[Formulabruce]

Originally Posted by HWYSTR455

So one has to remember, in OE config, the bushings are part of what gives you the total or actual spring rate, or, 'feel'.

That impact, for example purposes, could add @ 50 lbs to the total 'rate', and when you go to free-articulating bushings, like del-a-lums, you need to compensate for the 'loss' of rate from where you started.

More example: If your' front springs are like #350, and you go to free-articulating bushings that reduce by #50, you now need a #400 spring to be back to where you started.

The nice thing about a free-articulating suspension is you can now more easily tune the suspension with spring rates and shocks. The shocks now actually get to 'work' as intended. (Though you do need to upgrade to better shocks to take full advantage) .

This is Very true and New tech SHOCKS is the key to making a actual suspension work. Putting in adjustable coil overs inside the front a arms is Ideal but costly.
Doug sells a rear leaf that will not "wind up' in front, and also a reverse wound rear spring..
Funny though.. Rubber has changed and there was Never a "added" spring rate amount mentioned for total suspension rating due to the rubber bushing twist.
Rear leafs were installed at like 20 degrees I think, but that was only mentioned in the ASSY manual because they put in at assembly. The subframe stuff was done at a Sub Assembly.

[HWYSTR455]

Yeah, they never actually came right out and said that it was related to the spring rate, but when engineered, it was part of the calculations.

Those control arm and spring eye bushings were Pontiac specific, due to the durometer ratings, but I'm not familiar with the different GM part numbers across all F-bodies. Not sure if it was ever listed in replacement parts catalogs as different bushings or not (camaro/firebird).

That was one of the conversations I had with Mr. Adams on several occassions, and think I still have notes on that somewhere.

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[HWYSTR455]

I had conversations with Mr. Adams regarding coil springs vs coil overs, and without writing out a huge 'chapter', I will just say that his opinion was that once a car goes over a certain weight, traditional 5" or 5.5" coils springs were a better choice for all applications.

If you look at struts on cars these days, they are not typical coil overs, they have large diameter springs on them still.


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