Global West highly recommends linear rate springs (also
known as constant rate) over variable; not that variable rate springs are
bad, but linear rate springs provide the best performance for our
customers. Here are reasons why we prefer linear rate verses variable:
- Consistency - As a linear is compressed, the resistance increases
per inch equal to that of the rate. For example, if a spring is rated at
300 pounds per inch, for every inch of travel the spring compresses, the
resistance increases 300 pounds. Therefore, one-inch of compression will
provide 300 pounds of resistance, two-inches 600 pounds, and three-inch
900 pounds. Variable rate springs, however, do not increase in the same
fashion. The are generally rated with a lower spring rate on initial,
and build to the desired rate. Example: The first one-inch of travel
might start out as 250 pounds per inch, the second-inch 560, and the
third 900. For a driver who is looking to improve their driving skills,
a vehicle must give predictable feed-back each time during cornering and
trail braking. A linear spring will do that because the rate is
consistent.
- Less chance of bottoming-Lowered cars always have reduced suspension
travel. The lower you go the less travel is available.
Variable rate springs tend to allow more travel before the spring can
build rate, keeping the suspension from bottoming. The question is: Is
there enough suspension travel available while the spring builds enough
resistance (rate) before bottoming occurs?
- Variable rate springs tend to over emphasize the geometry curve
giving us more tire movement than necessary.
- Chassis diagnostics is difficult.
Lowered Springs
Our springs generally lower the vehicle one-inch in the front and
up to 1-1/4 inches in the rear depending on the option for your vehicle.
Why we only lower about one-inch in the front is simple, there is not
enough suspension travel beyond one-inch for street applications. We
admit, vehicles lowered one-inch look great, but they generally run into
suspension bottoming problems. Header to ground clearances tend to be
another issue. Therefore, in our experience, we believe one-inch makes the
most sense especially if the care is driven on the street.
Front Springs:
Small Block (Performance handling springs)
| Year / Model (gas engines
only) |
Small Block |
Spring with Negative Roll
System |
| 1978-1988 Buick Century, Regal, Grand National,
Olds Cutlass, Chevelle, El Camino, Monte Carlo (6cyl) |
S-54
$162.99 pr |
S-47
$162.99 pr |
| 1978-1988 Buick Century, Regal, Chevelle, El Camino,
Monte Carlo, Olds Cutlass |
S-16
$162.99 pr |
S-16
$162.99 pr |
| 1978-1980 Pontiac Lemans, |
S-16
$162.99 pr |
|
The front springs lower the vehicle approximately
1-inch.
Rear Springs:
| Year / Model |
1/2 inch drop |
3/4 inch drop |
1-1/2 inch drop |
| 1978-1988 Buick Century, Regal, Grand National,
Olds Cutlass, Chevelle, El Camino, Monte Carlo |
S-46
$141.25 pr |
S-69
$162.99 pr |
S-71
$141.25 pr |
| 1978-1980 Pontiac Lemans, |
S-46
$141.25 pr |
S-69
$162.99 pr |
S-71,
$141.25 pr |
Return to
1978-88 G-body home page. |
