10/06/2025
Let's take a look at what's being said to promote coilover style suspensions over original t bar style Mopar suspensions. I feel everyone is entitled to purchase whatever they like. However, know ALL the proper information FIRST.
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The torsion bar suspensions underpinning classic Mopar cars can be a divisive topic. In its heyday, the system was a solid design given the technology and engineering available. But by today’s standards, the old-school Mopar design feels exactly that: old school.
There are parts available, such as tubular control arms and tubular K-members, that make the most of your Mopar’s factory mounts. But upgrading to a coil-over conversion kit opens up a lot of opportunities the OE-style suspension can’t offer.
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In stock form, Mopars are not great drivers. However, the upgrades available, specifically from us, convert it to a completely different animal.
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Stock Mopar K-members leave a lot to be desired. They’re heavy, bulky and don’t offer much flexibility for modern engine swaps. Converting to a coil-over suspension opens up a lot of possibilities—literally. Swapping to a tubular K-member and ditching the torsion bars in favor of control arms that accept coilovers significantly improves the packaging of your engine bay. That means it’s time to make more power with big-tube headers that let your engine breathe the way it’s always wanted to. It also makes room for modular motor mounts that open the door to many engines, such as Gen 3 Hemis
(BAC ANSWER)
Mostly untrue. The stock K frame is stamped, very strong and not that heavy. Gen 3 mounts, headers and oil pans are readily available for all body styles.
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In the old days, your car’s stock alignment had two settings: yes or no. There wasn’t much adjustment available using stock components or mounts. It was much more of a set it and forget situation, using geometry that offered very little in the way of caster or camber flexibility.
While these settings are important for anyone who simply wants to cruise around while enjoying stable and responsive steering, they’re even more critical to enthusiasts and racers who push their vehicles to the limits. Camber plays a huge role in how your car behaves under hard cornering and caster is immensely important when it comes to straight line stability. If you plan to flog your vehicle on the track or run it through the cones at your local autocross, coil-overs quickly go from “nice to have” to essential
(BAC ANSWER)
Alignment is critical on any suspension. Our exclusive forged upper arms offer a greater range, ease of adjustment and reduced body roll exceeding that of most if not all arms supplied by the competitions coilover packages.
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This benefit isn’t exclusive to Mopars or torsion bars. But converting to a Mopar coilover kit that uses rack and pinion steering will make your classic car feel like an entirely different vehicle. Very few (if any) steering boxes from the 1960s or '70s stack up to the modern rack-and-pinion systems we’ve grown accustomed to.
(BAC ANSWER)
Our fast (14:1) ratio, bolt in modern steering box kits take all the slop and vagueness out of the original steering. Our exclusive roller bearing idler arms and oversized tie rod packages ensure strong parts, no heim joints, long life and precise on center feel never achievable from a stock oe box.
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Have you ever tried to remove one of your torsion bars? At best, it’s not fun. At their worst, they can be an absolute nightmare or inspire you to grab the torch and cut them out. By switching to coil-overs, spring changes become a walk in the park. What could take a day (or days) with torsion bars becomes a 20-minute job.
When spring rate plays a pivotal role in the way your car rides and handles, that’s a big deal. Dialing in your spring rate can make all the difference between loving your vehicle or hating it. When pairing this ease of adjustment with your coil-over’s single- or double-adjustable shocks – finding that sweet spot gets a whole lot easier.
(BAC ANSWER)
Totally untrue. If we're talking all new parts, apples to apples, the torsion bars remove almost instantly. Loosen the ride height adjuster, remove the clip and slide the bar out. Ever fight with a stripped coil over adjuster? How about seized? Not fun. How many have really changed spring rates after a car is built? Almost none. This is not a point to advertise. We have high quality mono tube shocks available for different purposes and budgets.
My point is being informed first. I've experienced the feel and performance first hand of what can be done with the bolt on parts we offer.
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