The primary difference is that a true rear setup is more direct, as it combines the spring and shock into a single unit, eliminating the need for a separate spring bucket (in some chassis’s you can use adjustable toe arms in the location of the previous spring bucket). This design reduces unsprung weight and allows for easier ride height adjustment. Additionally, because the motion ratio moves to a more outboard position, the overall spring rate required is lower. That said, converting to a true rear setup can introduce structural integrity considerations on certain chassis, so it’s important to consult with experienced professionals before making this change.
A divorced rear setup, where the spring and shock are mounted separately, reflects the factory configuration on most vehicles. In this arrangement, load is distributed differently between the rear spring and damper, and a higher spring rate is required, comparative to a true rear setup when targeting the same suspension frequency. The divorced configuration also provides greater lateral support and sway resistance, making it a simpler and well-suited option for street-focused applications.
