We'll be bringing you an in-depth story on the Reilly Motorpsorts (RMS) Street-Lynx rear suspension for Mopars in an upcoming print issue (www.reillymotorsports.com), but here's a quick rundown of what it's all about, plus some cool web-exclusive quotes from its designer, Bill Reilly.
Mopar fans have few options if they want to upgrade their suspension, especially if they want to go around corners hard. The problem—at least at the back end of the car—is that the traditional leaf spring suspension is too massive. In performance driving, and even on the street in normal driving—the rear can't react to the pavement quickly enough without causing lots of jarring and banging. A triangulated four-link set-up like the RMS Street-Lynx is a great solution to the problem. It's got lightweight coilover shocks from Viking, and its adjustable control arms can be set for optimum pinion angle and instant center.
We spoke with Bill Reilly of Reilly Motorsports, and he told us the Street-Lynx was a natural outcome of designing and building the AlterKtion front coilover suspension. Simply put, the front made such a big difference, the rear leaf springs stood out even more as a candidate for improvement. A triangulated four-link bolt-in design was the obvious solution. Bill Reilly told us: "The a ha moment was after the front was done. It worked really well, but when you would hit potholes, the rear of the car was so much stiffer that the axle would bounce up in the air. If the front rode terrible too, it wouldn't be so bad. I had to do something with the leaf springs. I couldn't stand it."
Reilly designed the front coilover AlterKtion suspension in 2002, and by 2006, the matching Street Lynx system was complete. With the Street-Lynx, Mopar owners can now enjoy a smooth ride while being able to handle increasing levels of power from improved tire grip. Unlike leaf springs, a four-link divides the work of supporting the car from locating the axle, making it possible to lighten the unsprung weight while making it stronger at the same time. That's a much-needed double bonus for Chrysler enthusiasts!
Says Reilly: "The leafspring locates the rear and holds it up. If you want nice ride quality, it's impossible. The only way to be really tuneable is to separate the springs from the locating device. Once I split that up and decided to go with the four bars, that was what allowed me to get the geometry just right. Then you can make the four bar do anything you want and you're not effecting the ride quality at all. To most guys, that's really important. I can't stand anything that doesn't ride right."
The Street-Lynx is really simple to install—we were able to do the job on PHR's 1968 Plymouth Valiant project car in under four hours. There is no cutting of the stock chassis involved, but there is minor welding to install the upper control arm crossbar. Tabs also need to be welded to your rearend housing. When choosing your rear axle housing, keep in mind that a Dana 60 will eliminate the possibility of tailpipes. The 8 ¾-inch rear and Ford 9-inch will allow tailpipes.
Cost on the Street-Lynx rear suspension is just under $2,000, and includes the Viking coilover double adjustable shocks. It is available for '62-76 A-body, '66-72 B-body, and '70-74 E-body. Look for the full story in the December 2013 issue of Popular Hot Rodding!
1. The stock leafsprings in Project Valiant will not be able to handle the power from our 657hp Indy-built wedge, nor will it be able to grip the road under hard cornering. The solution was a triangulated four-link from Reilly Motorpsorts.
2. The RMS Street-Lynx system is easy to install at home, and requires only minor welding to mount the crossbar for the upper control arms, and axle tabs for the upper control arms.
3. Our Street-Lynx rear suspension on Project Valiant was paired with an indestructible S60 rearend from Strange. The S60 was ordered in bare metal so we could weld the axle tabs. We also got a stock stamped rear cover to clear the factory fuel tank.