The Caddy has a rather unique (to VWs anyway) suspension. MacPherson struts up front and a leaf spring over axle rear suspension. The main leaf is approx. 52" long, with a long second leaf and a shorter overload type leaf on the bottom of the pack. A conventional spring shackle is in back to accommodate the flexing of the spring. Two shock absorbers mount between tabs on the tube axle and brackets on the bed sub frame.[Return to the top]
After getting tired of the rear end bottoming out over bumps, I first picked up a 1500lb.-rated helper spring to attach to the rear leaf spring. This helper attaches to half the spring, clamping to it near the spring perch and then it lifts under the stock leaves.
After running the helper spring for a number of years, I decided a full length spring leaf might work better. So, armed with an ample supply of left-over leaves from my Toyota, I found an ideal add-a-leaf for the pickup was the 3rd or 4th leaf from the front spring pack, of an 1985 or earlier Toyota truck. To install it, I jacked up the rear end, removed the lower shock mount, pulled the nuts off the u-bolts and removed the spring center bolt. I slid the Toyota leaf in between the 2nd and 3rd VW leaves (I applied a good helping of axle grease to the leaves while they were apart), spring clamp forward (spread open to fit the slightly wider VW springs) and installed a new, longer spring center bolt. One thing to watch for is the VW tube axle perch has a hole drilled into the axle for the center bolt head. If not supported the bolt can (and will) drop down inside the axle. Reassemble the u-bolts and shock and you'll not enjoy a much firmer, yet not harsh ride. By lifting the main leaves off of the overload leaf, your ride will be smoother than stock. I found the 3rd Toyota leaf restored equal front ad rear ride heights.
An advantage of the stiffer rear springs is that the lack of a rear sway bar is minimized. Until I stiffened the springs, I was looking for a sway bar that could be adapted to the Caddy, but I don't think it is necessary now.
These add-a-leaves are good for everyday driving and occasional heavy loads. Folks have reported anywhere from 1-2" of lift, depending on how bad your current springs have sagged and how much load you carry. In only one case has it been necessary to replace the stock u-bolts, however, longer center bolts are almost always required, unless you swap the add-a-leaf for the existing overload leaf in which case all the stock parts should fit fine.
I used to run a set of 1500# overload springs. If you routinely carry heavy loads, these are an OK solution. The ones I used are similar to the following JC Whitney 87ZX5964Y. These are a lot easier to install than the full length springs, too.
When I purchased my '82 Caddy, it had a set of Rancho add-a-leaf springs that were installed by the pervious owner (see image #1 below). He apparently hauled a lot of hay and horse tack as part of his business. Anyway, I found those springs way too stiff for the Caddy, even with a shell on the back. Also, he had installed some KYB shocks that were about 2" longer than the proper ones and without the stiff AAL, the shocks yould bottom out fairly easily. I decided to play around a bit with the rear springs and shocks to improve both the load capacity and ride.
First thing I did was to get some longer u-bolts, I used a 1/2" Rancho u-bolt, and redrilled the spring plate for the larger bolts. I then fabricated some new leaves to replace the lower overload leaf (see image #2 above). I staggered the length of the leaves for a nice progressive rate and bolted them up into a 5-leaf pack (see image #3 above). For the shocks, I fabricated a bracket to move the top end of the shock farther away from the axle (see image #4 below). This places the shock at a shallower angle which both allows the longer shock to fit without bottoming and it also reduces the damping rate a bit, which is nice since I find the KYBs are a bit stiff.
So, how does the new setup work? Great, my first test was to drop a 1200 lb. milling machine in the bed (see image #5 above). No problems at all as I hauled the mill about 15 miles to my garage. I found the rear end settled about 1.5" under the load (approx 400#/in per spring) and I still had about 2" of clearance at the bumpstop. Surprisingly the ride was quite nice with that weight, no wallowing, it was smooth and solid. I get about 1" of lift over my front end (which itself may be 1/2" - 1" higher than stock). Ride is very nice unloaded, it greatly reduced the "pitching" I used to get on uneven pavement, where the rear end would pitch the front end down as it went over bumps.
Also, you can see the rear sway bar I had previously installed in image #4, above. It was bought used, unknown mfg. Along with the front Neuspeed bar, I get very little body roll, even with my tall "Caddy Shack" in place. Handling is quite nice, despite the skinny 13" all season tires I run.
Two vendors make rear sway bars for the Caddy that I know of:[Return to the top]
I had the stock rear shocks on my 1981 pickup replaced with KYB Gas-A-Just shocks in 1992 (model KG5449). They held up very well and seem to be as firm as when new when the pickup was totaled in early 2000. The shocks have 10mm (3/8") diameter mounting bolts top and bottom and measure 10-7/8" collapsed and 17" fully extended from center to center at the mounting holes. I find that the 17" length is slightly short and the spring wants to drop a fraction of an inch at full droop. With my helper spring, I find the shock is compressed 2" (of its 6" travel) at rest and there is about 4" of axle travel to the bump stop. So, it appears this is a decent length shock for this application.
My 1982 pickup had a set of KYB KG4012 shocks installed when I bought it. They are about 13.5" compressed and approx. 21.5" extended. As such I found they tended to bottom out easily with any load in the bed. To correct this I moved the upper shock mounts out about 4" from their stock location to allow them to fit without bottoming. These shocks would be a good addition to a 2" to 3" lift block setup, since they have the extra length needed for that application.
There are some interesting Rancho shock applications that might be adapted to fit the Caddy. From my shock selection table, I see:
Several other RS9000 models are of similar length. The RS9000 shock is adjustable and can be fitted with an in-cab remote adjuster too. The RS5000 models come in similar lengths but are fixed rate and typically are very stiff, equivalent to the 9000 at a 4 or 5 setting.
Another interesting rear suspension option is to use Gabriel Air-adjustable Hyjacker shocks. While Gabriel lists no VW pickup application, evidently, the VW Beetle rear shocks are almost an exact fit. The air-over-oil shocks are supposed to add up to 1000lbs. of load carrying capacity to the axle, depending on air pressure. Couple that with an electric air compressor and you could have an in-the-cab ride height adjustment, way cool!
However, after years of enjoying the ride of the front Bilstein HD struts, I decided to set about fitting a set of rear Bilstein shocks. Unfortunately, Bilstein does not list a rear shock for the pickup/Caddy model, unlike the fronts, which are the same as the Rabbits use. But it turns out, the rear shocks for a Volvo 760 (p/n: FA-B46-0296-H2) are just about the right compressed and extended length and one would imagine the gross vehicle weights are comparable, so that is a good starting point.
|A: A pair of Volvo shocks||B: Changes to bottom mount|
|C: Changes to upper mount||D: Closeup of upper mount|
So in picture A, above, are the shocks as received. The only issue is the mounting eyes on the shocks, the supplied sleeves are too wide to fit in the rear shock mounts on the pickup. Also the sleeves have too small a hole to accomodate the VW shock mounting bolts. At first I tried to trim the sleeves shorter and then drill them out, but that proved futile. So the easiest way to address this is to press out the Volvo sleeves and fabricate a new sleeves to replace them. I used some thin wall aluminum tubing sized to fit the ID of the rubber eye bushing and cut them to length to fit the VW shock mounting brackets and drilled the ID of the sleeve to fit the 10mm VW shock bolts. Once those were ready, I found I just needed to grind a small bit of rubber of the face of the upper bushing to allow it to fit into the tight slot under the bed.
Also, the shocks are a tiny bit too short to install with the axle hanging all the way down, so you need to raise the axle slightly to get the lower bolts in. Actually, this is a good thing, as the gas shocks will fully extend quite fast and are very hard to compress by hand, so if they were a little too long (instead of too short), installation would be a bear, as you would need to find a way to compress the shocks by hand and with the internal high pressure gas, that is very hard to do.
And the finished product:
|E: Rear Bilstein shocks!|
Very nice, and very well controlled, loaded or unloaded, there is no change. And with the front and rear shocks matched, there is no longer the pictching felt on stretches of freeway with the uneven concrete sections. With the old KYBs, the pickup used to pitch up and down over those sections of road, almost getting into a resonance at the right speed. Now, it just follows the road. Note that the ride is firm, it is not a soft cushy Cadillac type ride. It is not harsh, though, just firm. I am very happy with the results.
If interested in installing these shocks on your pickup, Missing LinkZ can supply a set of sleeves for a cost of US$25.00 (US shipping included). And if you would like a set of Bilstein shocks, ready to bolt in, that can be arranged. It does take a while to source/modify the shocks and they do run around US$125.00/ea., or (US$250.00 for the pair, so be advised. US shipping typically runs from $25-$30 depending on destination.
If you want to modify your own shocks, we can also supply the 4 VW-sized bushing sleeves that you can use to replace the Volvo-sized sleeves in your shocks. Cost for the sleeves is $25.00 plus shipping. In the US, these can ship via first class or Priority Envelope or for international via Priority International.
To install, you need to press the rubber bushings and sleeves out of the shock eyes (can be done with a long bolt, nut and deep well socket), then press the Volvo sleeve out of the bushing, then press/hammer the rubber bushing back into the shock eye and finally insert the VW sleeve into the bushing.[Return to the top]
[Last updated: 26.March.2021]
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