Products: Suspension

2008 marked the 10th year of our work on Volvo street suspensions. Continued development and testing has produced significant advances during that period of time. Used together, our components will provide options for a perfect ride and handling system for your vintage Volvo, whether it is to be used on the street, track, or both. 

If you plan to really use your older Volvo changes to the suspension are needed. Volvo was slow to make the transition to modern handling. Reviewers of Volvos 1960's era cars - Road and Track, Sports Car Graphic, Car and Driver - agreed that they were typically too high off the ground and had excessive roll in corners. These were characteristics that were fine for rough winter roads in Sweden, but not the most apporpriate for driving conditions in the US. IImproving the suspension is also an important safety issue.  Our suspension components are designed to bring modern handling to older Volvos and are a necessary part of any performance package. Progressive rate suspension springs are a significant advancement over other spring sets offered. Combined with appropriate lowering of the vehicle, attention to suspension bushings, shock absorbers, and sway bars where necessary, the handling of an older Volvo can truly be transformed.

 

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Suspension Springs

• Springs are the heart of any suspension and need to be addressed for significant improvements.
• Just adding stiffer sway bars only addresses part of the problem and creates others. 
• Lowering the car is an important element in improving the handling.
• Progressive rate springs offer a combination of handling and ride comfort that cannot be duplicated by single rate springs.

Most aftermarket suppliers only offer one replacement spring for the Volvo 1800/122/140, usually 20% stiffer than stock and designed for a 1 to 1 1/2 inch lower ride height than stock. Similar springs have been offered for over 30 years, and they still have the same problem they have had since the beginning. A stiffer single rate spring improves cornering ability, but the ride quality is adversely affected, sometimes to the extent of an unacceptably harsh ride. So the single rate is a compromise  - not stiff enough to improve cornering as much as is desired, but still stiff enough to give a harsh ride on the street. Quoting Volvo's own R-Sport Performance Parts Catalog, "The shorter and more stiff the spring, the worse the ride becomes." Volvo recognized that the problem could be solved with progressive rate springs.

In addition to our progressive rate spring line we still offer traditional single rate street and race performance springs, including a range of springs in different heights and rates to fit individual needs. This allows you to tailor the handling to your driving style and intended use of the vehicle.

Progressive Rate Springs

• Progressive 4 spring set for 122 sedan or wagon and 1800  ( progressive fronts - matching single rate rears ) $300

• Progressive 4 spring set for the 140 and 164 models ( progressive fronts - matching single rate rears ) $320

• Progressive rate front street springs per pair $160

Single rate springs were the only choice for vintage Volvos before we developed our progressive rate spring sets. Progressive rate springs solve the single rate spring ride quality problem. With progressive springs, to quote the Volvo R-Sport Catalog, "...the rate or stiffness of the spring progressively increases as the spring is compressed... This results in a relatively comfortable ride during normal driving but provides the necessary stiffness for large bumps and hard cornering." For this reason most of the springs offered in Volvo's R-Sport Catalog were progressive rate springs.

The following specifications illustrate how progressive springs are different. Most stock front springs for the 122/1800/140 are in a range close to 250 lbs. to 270 lbs. per inch. Most aftermarket single rate "sport springs" that are offered are in the 320 - 350 lbs. per inch range - not stiff enough for great handling, but stiff enough to hurt the ride.  Our progressive rate front street springs are generally in the range of 230 - 250 lbs. per inch for the soft coils and 450 - 500 lbs. per inch for the stiff coils, with intermediate coils in between which progress in stiffness from the soft to the stiff coil range.  It is this progression, and how abrupt or gradual it is, that allows the same spring to provide both a softer ride and better handling than a single rate sport spring.

Feedback from  the hundreds of customers who have tried our progressive springs has confirmed that they offer great handling with a better than stock ride. Most can't believe the difference. But don't be fooled, all progressive rate springs are not the same. Due to the success of our springs several other suppliers have offered progressive rate springs in the last few years, with very mixed results. They were progressive, but the spring rates were not even close to ours. ( Ask them for specs on their spring rates. ) So yes, you can now purchase progressive rate springs for a few dollars less, but what is missing is the time spent in design, development and testing in order to "get it right".  Our current springs are 3rd or 4thgeneration evolutions of our initial designs.

Our testing has shown that progressive rate springs are not necessary in the rear and can create other problems, so our 4-spring sets consist of progressive rate fronts matched with single rate rear springs.

We recommend installing our springs with the stock sway bar, and only going to a stiffer sway bar if additional roll control is needed. Sway bars add to the spring rate, and since their action is not progressive, stiff sway bars negate some of the advantages of progressive rate springs. Get it too stiff and the front wheels will loose road contact and tend to skip over small bumps and slide out in rough corners. Where additional cornering control is needed, we offer several choices in sway bar stiffness rather than the "one size fits all " approach of other suppliers. See the "sway bar section" below for details. 

Although most  "sport " spring sets will lower the ride height between 1 and 1-1/2 inches, we have developed several different progressive spring set combinations. These will accommodate different models, vehicle weights, and customer preferences as to ride heights and type of use, and include front springs of approximately stock ride height. Combined with the use of spring spacers (shims), they allow ride heights to be adjusted to individual tastes.

Our progressive rate spring sets have proved to be  widely adaptable with uses ranging  from street daily drivers, to weekend drives on back country roads, to autocross, trackday and even the Targa Newfoundland and Carrera Pan America Races. However, for more aggressive driving, whether on the street, in a Targa or Carrera race, or in autocross, we now have a line of stiffer progressives, specifically designed to be stiff enough o to emphasize cornering control, while still having the minimum in soft coils necessary to be tolerable on the street and maintain road contact on corners that are not all racetrack smooth. These springs are for situations where improved cornering performance is more important than a soft ride.

Progressive rate springs are slightly more expensive than single rate springs, approx. $20 more per pair, but are well worth the difference. Most of ourr springs are blue powder coated. Full sets for the 140 and 164 are now available (pictured above). Call, write, or e-mail for details on the appropriate spring set for your application.

 Single Rate Street Springs

Where our progressive rate spring sets will not meet a particular need we offer single rate springs that are stiffer and shorter than stock for the front and rear. Street performance sport springs are usually selected to lower the car from one to two inches. (How much the car can or should be lowered is dependent on the wheel and tire combination used, the ground clearance necessary, and the need for sufficient suspension travel.) They significantly reduce body roll and give a stiffer ride. Some spring combinations may require modified mounts. A selection of heights and rates may be available for your model. Contact us for additional details.

• Single rate street springs per pair 122 and 1800 $140

• Rear spring pairs for 140, 164, and 240  models $160

• Rear spring pairs for 122 wagon - several spring rates available -  $140

Competition and Race Springs

• Race Springs for Volvo 122 - 1800 - 140 front   - $140 per pair for single rate springs -
• New front progressive competition springs  $160 per pair
• Call or email for prices on other race spring aplications

Offered in custom heights, rates for competition use normally start at 700 lb front, 180 lb rear and go up from there. Most road racers use 800-1000 lb front and 175-225 lb rear in the 1800.  Call or email for heights and rates available.

The above photo shows a set of typical Volvo 122/1800 vintage race springs.

The most important thing to note here is that the minimum front spring rate for track use is 3 times the stiffness of a stock front spring, while the rear rate is almost double stock.  Race springs also produce a ride height that is usually at least an inch lower than the minimum needed for street use. This means that you really cannot use a competition track spring on the street, or a street spring on the track and expect to be competitive. Several competitors in the Targa Newoundland and Carrera Pan America have used our progressive rate street springs and found that they offer a good compromise where good handling is required but  rough roads would rule out the use of a high rate single rate spring. We now offer progressive rate competition front springs.

Some rear springs require modified spring perches or spacers. Adjustable height spring perches are also available. E-mail your individual requirements and I will try to make a recommendation as to which springs would be best for your car.

 Typical race car ride hieght is shown above.  The ground clearance is less than 4 inches.

Ride Height

How much will our springs lower your car?  The answer depends on several factors.

All of our springs are tested with a load. This allows us to create matching pairs and determine which will be a little taller or shorter within a certain range. Determining the affect that new springs will have on your car's ride height is complicated by the fact that on a street car you will most likely be replacing 30 - 40 year old springs that have sagged or settled over the years, depending on the car's use, or lack of use.  There were also some variations in spring rates based on model years, and some custom fitting and shimming when the cars were built. Some customers think they have original springs when they were actually replaced by a previous owner at some point.  So when we say that  springs are designed to lower a car 1" to 1 1/2", that's an estimate based the original stock ride height. Our experience with numerous installations is that the actual experience is often different.  More important is that the springs are designed to give your car a ride height that will improve its looks and handling while still providing sufficient ground clearance for normal use. For special circumstances we can provide various types of spring spacers in order to customize the ride height. 

The photo above shows the ride height with a typical progressive sport spring installation.  The ride height is lower in the front than  in the rear with the car unloaded, but evens out when loaded.

 Spring Spacers

We offer disc type steel or aluminum spacers ( shims ) for the front of the 1800, 122, and 140, and the rear of the 140,  in stock 1/2 and 1/4 inch sizes. Using spacers allow small adjustments in ride height to be made to suit your individual preference or to provide clearance for different tire and wheel combinations. In the front the ride height change will be double the spacer thickness. In the rear the change is the same as the thickness of the spacer. Additional spacers are available in custom sizes.

• Disc type spring spacers/shims - per pair - $ 20
• Disc spacers available for 122, 1800, and 140 front and 140 rear

The Photo below shows one of our disc type spring spacers on the rear of a 142.

 

Adjustable Spring Height Adjusters 

 To meet advanced needs we have developed both front and rear spring height adjusters. Some simply slip in with the springs, others must be welded to the chassis. As there are a number of different types depending on the application, please e-mail for details.

 

 

 

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Shock Absorbers

We offer several different types of performance shock absorbers for street and racing use.  Whatever brand of shock you choose, it is crucial that the shocks be compatible with the rest of your suspension. In general, a shock with stiffer valving is needed with stiffer springs.

Bilsteins

Bilsteins have been the shock of choice for vintage Volvos for many years and deserve their excellent reputation. A sophisticated design allows them to provide outstanding handling performance and an exceptional ride. They seem to last forever. Not all shocks can be used on lowered cars, but this is no problem for Bilsteins. They are a good shock for use with a range of springs, including the progressive spring sets described above. 

Unfortunatey, we have found  the rebound valving and gas pressure rates in their current shocks for the rear of the 1800/122 to be way too stiff. Its more noticeable in the 1800 which is lighter in the rear than the 122, but still a real issue in either car.  In order  to solve this problem we developed custom valving for the rear shocks for those models, have it installed at Bilsteins California facility - more expensive but worth it to get it right. With the custom revalved rears, these are definitely the best shock choice. We usually stock Bilsteins for 122s and 1800s, and can order them for 544s, 140s and 164s.

• Bilsteins for most street applications - $350 for a set of four

• Re-valved Bilsteins for the 122/1800 - The rear shocks for these models currently come from Bilstein with valving that is much too stiff for a decent ride. This has been confirmed by shock dyno data and discussions with Bilstein’s US Service Dept. To solve this problem we now have them rebuilt by Bilstein to our exclusive specifications. Expensive but worth the extra cost in order to “get it right” and have the best. They will easily last the life of your car and are the key to having both excellent handling and ride qualities. - $525 for a set of four. $350 per pair of re-valved rears. $175 to re-valve your rears.

Konis

Back in the 60's and 70's Koni hydraulic shocks were the standard. Several years ago Koni reintroduced these adjutstable hydraulic shocks as their classic shock line.  Not as technically advanced as the Bilstein ( hydrualic vs. monotube gas shock with digressive valving),   the idea was to bring back the original classic Koni for vintage cars, not update it.  It has one advantage - being adjustable to meet your individual needs or compensate for eventual wear. Like the Bilsteins, these shocks seem to last forever, and are an item that you keep and transfer from car to car. The set on one of my street 1800s is now on its third car and they still feel like new.  Right now, Koni is not importing some of these into the US, so they are a special order item..

• Koni adjustable shocks - $420 for a set of four on a special order basis - email for current availability

Race Shocks

• Race shocks - New shocks are being developed for 2009 - Email for details

 

 

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Polyurethane Suspension Bushings

Our testing has shown that polyurethane bushings  improve steering response, give a crisp feel to the handling, and reduce the feeling of wandering or floating encountered in high speed cornering with stock bushings. Polyurethane bushings are also not affected by the same causes of deterioration that affect rubber bushings. They are appropriate for both street and race applications.

Full sets are available for most Volvo models and are usually in stock for 1800s, 122s, 140s and 164s. Email for information on the availability  for other models.

Pictured on the right is a set of bushings for 68 - 73 1800s and 122s.

• Complete sets for all 1800s, 122s & 140s - All bushings in our sets are poly!

• Note - Other supplier’s sets are not all polyurethane, are not the same grade of polyurethane & do not include panhard & sway bar  bushings

• early 1800 and 122 - $195 ( same front upper and lower - incl. panhard & sway bar bushings )

• mid 1800 and 122 -  $ 225  ( later type front lower bushhings - early type rear suspension  - includes PB & SB bushings )

• 67 1800 and 122 - $ 265 ( includes panhard and sway bar bushings )

• 68-73 1800 and 122 $ 255 ( includes panhard and sway bar bushings )

• 67-69 140 $ 275 ( includes panhard and sway bar bushings)

• 70-74 140 $ 355 ( panhard bar bushings available separately)

• Complete and partial sets available for other models, including the 544, 200, 700, 900 - email for a detailed bushing price and availability information.

 

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SwayBars

We offer sway bar kits, including IPD front and rear bars, as well as our own adjustable bars in several versions. Different diameters are available in the adjustable bars to be sure that one will be right for your use. Some bars are tubular for light weight and some come with separate bolt-on arms. Adjustable bars are highly recommended for competition use where being able to tune the suspension is necessary. For the discriminating street driver the ability to tune the suspension with sway bar adjustments can be just as important.

• Front / Rear IPD Kit $315 - $350 depending on model

• Front 1" bar, recommended for the 122/1800 for more aggressive cornering - $165

• Custom made adjustable tubular bar kits with aluminum arms for race or street. For road race, autocross, or track day use adjustable bars are needed for suspension tuning. Call or email for details and prices.

 

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