1937-1957 Buick Oldsmobile Pontiac suspension upgrade
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These cars actually drive reasonably well, and this basic technology was a mainstay for 50 years. | These cars actually drive reasonably well, and this basic technology was a mainstay for 50 years. | ||
So, let’s talk specific shortcomings. | So, let’s talk specific shortcomings. | ||
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First, these cars came with zero to ½ negative caster. | First, these cars came with zero to ½ negative caster. | ||
| − | + | Negative caster makes the car easier to turn and gives greater control in deep muddy ruts and other bad road conditions prevalent in the 40’s and 50’s. (Maximum speed limit nationwide in 1940 Was 45 MPH.). | |
| − | + | Generally speaking, positive camber will help the car Steer itself and stay centered and stable at todays highway speeds. | |
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High positive caster became more common as power steering became common. | High positive caster became more common as power steering became common. | ||
| − | Conversely, Manual steering is fine at speeds, but parking lots will give you an upper body workout | + | Conversely, Manual steering is fine at speeds, but parking lots will give you an upper body workout so you can drop your Golds Gym membership. Manual steering works best at about 2 ½ to 3 degrees of caster, which is a compromise between high speed stability and slow speed turning effort. |
| − | so you can drop your Golds Gym membership. Manual steering works best at about 2 ½ to 3 degrees of caster, which is a compromise between high speed stability and slow speed turning effort. | + | Due to the up and down only rotation of the control arms and Cross rotation of the king pins, any attempt to add more caster is fraught with problems. Anti dive geometry is impossible in this setup. |
| − | Due to the up and down only rotation of the control arms and Cross rotation of the king pins, any attempt to add | + | |
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On the pre 50’s models the lever action shocks also present problems. (Aside from the fact they are hard to find | On the pre 50’s models the lever action shocks also present problems. (Aside from the fact they are hard to find | ||
And run about $200 each plus $100 core charge if yours aren’t rebuildable). Even in perfect working order they | And run about $200 each plus $100 core charge if yours aren’t rebuildable). Even in perfect working order they | ||
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[[image:Upper_mount_mocked_up_side_view.jpg]] | [[image:Upper_mount_mocked_up_side_view.jpg]] | ||
[[image:Uper_mount_mocked_2.jpg]] | [[image:Uper_mount_mocked_2.jpg]] | ||
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For spindles, I started with the 63 Pontiac spindles as advised in the article. ( Tapered bearings and a good Scarebird kit available.) Unfortunately when I set it on the ground, it was too high. This led to a search for dropped spindles. BOP – they don’t exist. | For spindles, I started with the 63 Pontiac spindles as advised in the article. ( Tapered bearings and a good Scarebird kit available.) Unfortunately when I set it on the ground, it was too high. This led to a search for dropped spindles. BOP – they don’t exist. | ||
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| − | Shocks - Shocks will be a problem on the pre 50’s, without a shock tower. Note on the picture of the frame spring pocket area. 3 Holes in a row. The outer 2 are the original mounting holes for the lever action shock. The one in the middle is drilled at the dead center of the spring pocket, later enlarged to fit the shock bushing. I used a pair of shocks from a 79 Dodge Diplomat. They have the Stem mount on both ends. Easy to mount through that frame hole. I had to fabricate the lower mount. (Even tho the lower Control arms had shock mounts, there were no shocks short enough that fit that mount). With level control arms the ride height on my car was 9.5 inches. That meant a shock collapsed height of about 7 1/2 inches. The Dodge shocks were not only the right ride height, they were designed for a similar weight car. | + | Shocks - Shocks will be a problem on the pre 50’s, without a shock tower. Note on the picture of the frame spring pocket area. 3 Holes in a row. The outer 2 are the original mounting holes for the lever action shock. The one in the middle is drilled at the dead center of the spring pocket, later enlarged to fit the shock bushing. |
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| + | [[image:Mocked_mount_top_view.jpg]] | ||
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| + | I used a pair of shocks from a 79 Dodge Diplomat. They have the Stem mount on both ends. Easy to mount through that frame hole. I had to fabricate the lower mount. (Even tho the lower Control arms had shock mounts, there were no shocks short enough that fit that mount). With level control arms the ride height on my car was 9.5 inches. That meant a shock collapsed height of about 7 1/2 inches. The Dodge shocks were not only the right ride height, they were designed for a similar weight car. | ||
Note: 58 Buick has an external shock mount, riveted to the frame. You could get a set of those, or fabricate some, and have many more shock options than you would up the center of the spring. | Note: 58 Buick has an external shock mount, riveted to the frame. You could get a set of those, or fabricate some, and have many more shock options than you would up the center of the spring. | ||
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