Ridetech 1970-81 F-Body Coilover Kit on 1978 Trans Am

[JohnJ@RideTech]

ridetech is proud to introduce an all-new 4-Link rear suspension system specifically for 1970-1981 Camaros and Firebirds. The design delivers exceptional performance with minimal cutting and almost no welding required. Equally important, the unique design addresses production variations and frame rail thickness issues that are common to the second-generation F-Body platform. ridetech developed an innovative “unicradle” design that is significant in two ways. Lateral tubes index off of the leaf spring mounting points rather than the frame rails. A separate steel brace bolts to the inside of the rear bulkhead area (in the cockpit) behind the seat to locate the forward mounting points of the upper link bars.

The clean-sheet design offers long upper link bars with revised mounting points for improved roll center, forward bite and anti-squat characteristics. The rear bulkhead in these cars (structure between passenger compartment and trunck) exhibit excellent strength — especially where the bulkhead ties into the floorpan at the transmission tunnel.
RideTech engineered a brace that bolts to both the bulkhead and the rear edge of the transmission tunnel while still allowing you to run a full back seat. Simple holes are drilled into the bulkhead without any welding of the unibody structure.



The two “unicradle” main tubes run parallel to the frame rails as well as the upper shock crossmember and forward lower link brackets. These main tubes bolt to the fore and aft leaf spring eye mounting points. The leaf spring mounting points accurately locate the entire system to circumvent production variances that are common to the second generation F-Body platform. As these cars were produced over a 12-year period, GM made production changes to the rear of the unibody in order to accommodate emission
equipment. Furthermore, second generation F-bodies exhibit inherent variations in frame rail thickness.
Our self-contained design is an innovative solution with excellent geometry and a straightforward installation process. The design offers dramatic gains with respect to both handling and ride quality.

To showcase the new design, I wanted to post a few pictures of the install on our customers 1978 Trans Am. This car is a solid driver with the factory V8 and 4 Speed.

[JohnJ@RideTech]

To give you guys a better understanding of the components in the NEW ridetech 2nd Gen Kit, I wanted to post a few pictures from our display at this years SEMA event in Vegas. The display will give you guys a clear cut example of just how well engineered and built that this kit is. The pictures below will display some of the various features found in this new design.





The lower links and forward mounting points of the Unicradle index off of the front leaf spring eyes and bolt through the floor pan. The silver tube located inside of the OEM frame rail (at bottom in this photo) accepts the shock crossmember and adds structural rigidity to the rear suspension.



Lower links mount to the front brackets and allow plenty of room for wide tires. For a 100% bolt-on installation, Currie Enterprises sells “Crate” rear ends with ridetech brackets already welded in place. The rear, lower link points are adjustable to tune roll steer and instant center. The kit accepts coilovers or ShockWaves®.



This tubular brace is one of the coolest parts of the design. It mounts to the rear bulkhead and trans tunnel to accept the forward – upper link points. …and yes, you can use your back seat, but isn’t it a shame to cover up this brace? Rubber boots seal the floorpan.



It’s all here. The “unicradle” rear subframe rail, the lower link, the triangulated upper link (look closely) and the sturdy forward bracket that indexes of the front leaf spring mounting point.



The upper links are adjustable for length to help you dial-in pinion angle. All kits include our awesome new Delrin AF (Anti-Friction) R-Joint rod ends that provide a high degree of articulation with no



Here is a welded R-Joint. This particular photo shows the upper links forward mounting point mounted to the bulkhead brace. Also visible is the hole that must be drilled in the floorpan. It allows the upper link to pass through.



Flexible boots are included in the kit to seal the floorpan where the upper links pass through. Drill two holes per link with a hole saw. Connect the two holes using a cut-off wheel to make this oval shape. It’s easy.



The rear sway bar is a work of art and is adjustable to suit your driving style, The familiar RideTech icon is laser cut into the bracketry throughout.

[cdoggy81]

Hi John,
As usual from ridetech it looks like a great kit!

Price wise it looks like $2550 for the kit + $680 for the shocks so $3230. The rear swaybar is another $500 so ~ $3730 for everything correct?
Will you all still be making the old one? It was $1400 + $680 = $2080 so a cheaper option. What swaybar do you use with that one?

I know this is a VERY subjective question & hard to answer (hard to quantify results unless you could track them back to back to back) but how do the old kits compare to just the streetgrip composite leaf springs for $800? I assume good (composite leaf springs), better (original 4 link kit), best (new 4 link kit)?

[CampbellshotrodsAZ]

Figures. My brand new ridetech 4 link is still in the box and it's already old! Oh well, can't spend another $3700 for the newest, so I'll stick with the old one... maybe see if I can re-engineer the upper links to tweak the geometry.

[JohnJ@RideTech]

Hi John,
As usual from ridetech it looks like a great kit!

Price wise it looks like $2550 for the kit + $680 for the shocks so $3230. The rear swaybar is another $500 so ~ $3730 for everything correct?
Will you all still be making the old one? It was $1400 + $680 = $2080 so a cheaper option. What swaybar do you use with that one?

I know this is a VERY subjective question & hard to answer (hard to quantify results unless you could track them back to back to back) but how do the old kits compare to just the streetgrip composite leaf springs for $800? I assume good (composite leaf springs), better (original 4 link kit), best (new 4 link kit)?

Thanks Man! We appreciate the positive feedback.

The previous design did not have a rear sway bar option. This was a nice addition to the new kit which is more performance oriented because of the features highlighted above. The cost is reflective of the additional materials, design and engineering time, manufacturing costs etc. We try to be competitive in not only the autocross and racing industries..but also in our pricing. The customers initial investment in this kit will be reflected in the drastic improvement in performance that these parts provide.

The StreetGrip system was designed to replace old, worn out OE parts with components that were designed to not only give you a lowered ride height but to also offer an improvement in overall ride quality and handling. The StreetGrip system was designed for daily driving with some occasional autocross use. This kit really shines out on the street, it sticks on the back roads with very little body roll and rides like a performance car should out on the highway. Its a nice combination of street and performance use.

The coilover kit is a little more aggressive. Our new coilover kit was designed to handle whatever you wanted to throw at it. Factory small block? Easy Peasy. High HP LS engine? No problem. This kit really shines out on the track. It stays flat in the corners, level in the straightaways but wont beat your Grandpas dentures out when you drive to the local cruise in. The ride quality is adjustable with the HQ coilovers (same as StreetGrip with the HQ shocks) but spring rate and the anti-squat can be dialed in based off of your intended use.

I have been in the same R&D car with both kits and ride quality is superior to any other lowered 2nd Gen that I have driven. I don't think you will be disappointed with either one in regards to that. It really all comes down to intended use and what you are planning on doing with the car. If you want nice ride quality, a more aggressive stance and want to do it all with OE style components, the StreetGrip kit is A1 hands down. If you want ride quality, adjustability and components that will handle whatever you throw at it, look no further than the coilover kit.

[JohnJ@RideTech]

We started tearing down the car yesterday and this TA is solid as can be! Being that we are located in Indiana and the car is from Kentucky, its nice to see a 2nd Gen with solid frame rails and the rear seat belts still mounting firmly in place. Around here, usually these two places rust out fast (especially in the t-top cars). This car is going to be a great foundation for what we are looking to do with the new suspension. Below are a few pictures pre-disassembly.

[JohnJ@RideTech]

With the car on the lift and some preliminary measurements taken, we began disassembly of the rear suspension. With the car being pretty solid to begin with, it came apart rather easily.
The new ridetech 4-Link will re-use the factory differential. We will set it aside for now.

[JohnJ@RideTech]

In order to maintain the high level of standards we place on our products, the new ridetech 4-Link is manufactured in-house (in Indiana) and all final welding is done in a jig. This will ensure that our products maintain strict manufacturing tolerances.



Below you can see the new Unicradle being installed on the car. By using .125 wall tubing on the rails we can increase torsional rigidity without sacrificing weight.





The front frame rail mounts are secured to the car using Grade 8 hardware with backing plates on the inside of the floor pan. Because of the low profile design and placement of the brackets, these components are unnoticeable once the interior is reinstalled.

[gscherer78ta]

That looks great! Keep the pictures coming!

[JohnJ@RideTech]

That looks great! Keep the pictures coming!

I figured you may be a little partial!

[JohnJ@RideTech]

Before I get into more detail about the installation of the kit, I wanted to share how the product was developed as well as CAD drawings from the R&D process of the 4-Link.
Knowing that there were a couple of different floor pan variations throughout the years, the engineering department studied multiple 2nd Gens in house to ensure all variations in stamping could be covered with the new kit.
To ensure that these manufacturing variations were accounted for, we brought in multiple cars with stock floor pans for verification. Below is a picture of a 1971 Camaro pan being mapped using a laser scanning head on a Faro arm. This combination turns the scanned object into a precise digital image that the engineering department can use for future reference.





Using these images, as well as data collected from other 2nd Gen platforms, our engineering team utilizes CAD software to produce a 3D model of the kit.




Working with the models created by engineering, our fabrication division will then begin the assembly of pre-production components for use on in-house R&D vehicles.

[JohnJ@RideTech]

After getting the lower links installed, it was time to move back to the interior to install the bulkhead and upper 4-link bars.
The bulkhead installation is pretty straight forward with only slight modifications needing to be made to the floor pan. In addition to being able to adjust the anti-squat % with the lower bars, this setup also allows some adjustment on the front mount of the upper bar. The bulkhead under the rear seat has vertically slotted holes with an excentric plate that will allow for 3 different anti-squat adjustments based on the vehicles intended use.



These trick rubber boots will be included in the kits as well. These help keep debris, exhaust...and tire smoke out of the passenger compartment.



Once the bulkhead has been installed, the upper bars attached and the boots locked into place its time to start prepping the axle tubes for the 4-link brackets.
In this particular application, we will be using the factory 10-bolt differential. Our kit is compatible with 10 bolt, 12 bolt or 9in housings. For those wanting a bolt in housing, Currie will be offering a 9in rear end complete with axles, bearing ends and your choice of gear set. Keep an eye out for this product launch, I will post it on here when the rear ends are ready to ship.

[JohnJ@RideTech]

Before the differential was mocked up for welding, we went ahead and installed the rear sway bar.

While the rear sway bar is an option and can be added at a later date, installing it while the rear end housing is out is ideal.

Check out this link to our webpage. http://www.ridetech.com/products/mus...maro-firebird/

[JohnJ@RideTech]

After welding the 4-link brackets onto the axle tubes, we mocked the rear end up in the car to ensure that everything lines up the way it should. We hit the welds with a little paint to cut back on oxidation. Once fitment on all components are verified, the car will be taken back apart and detailed out to showcase the new suspension.

[cdoggy81]

With that new bulkhead in the back under the rear seats near the tunnel (post #12) will the stock seats still fit in there?

[CampbellshotrodsAZ]

With that new bulkhead in the back under the rear seats near the tunnel (post #12) will the stock seats still fit in there?

Some modification required.

[JohnJ@RideTech]

With that new bulkhead in the back under the rear seats near the tunnel (post #12) will the stock seats still fit in there?

It will, there are some modifications required for the seat to fit around the bulkhead but the instructions will show how it is done on both the foam and wire constructed seats. When sitting in the rear, its hardly noticeable.

[cdoggy81]

10-4. It would be good to see some pics of how the stock seats are modified & look when done. I’m sure they will come later in the thread

[JohnJ@RideTech]

With all of the components welded and dressed up with some chassis black paint, we reassembled the components back under the car and set it back on the ground for a few preliminary ride height measurements. Its looking pretty good! Without fine tuning the preload on the shocks, we are seeing about a 2in drop on this particular car. Even with the factory 15in Snowflakes and taller sidewall tires, the fitment in the wheel opening looks pretty good. It should look killer with a nice set of 17 or 18in wheels and some sticky, low profile tires.



We are planning on routing the exhaust back through the new 4-Link so we can retain the factory style exhaust tips. They seem to be a staple in the aesthetics of these TAs and we want to make sure that's a touch that isn't lost.



The front suspension is still stock in this photo, I promise we aren't trying to build a gasser.

[JohnJ@RideTech]

10-4. It would be good to see some pics of how the stock seats are modified & look when done. I’m sure they will come later in the thread

For sure! I wont forget to include those. We just buttoned up the rear suspension, hoping to move into the modification of the rear seats after the holiday. I will be sure and keep you guys posted.