Also should have said measurment was taken from wheel arch center to ground, so some tyre compression was also included in droop figure. This would bump rate up further at that ROUGH 22mm figure if tyre compression was subtracted. All i'm saying is the spring rate is very close to quoted Nissan spec, as you would expect given it is a standard pack, my experience with loading know 500kg loads in tray(over loaded with additional passengers) in past and where springs sit with that known load. Of course if want accurate results you could do a complex lengthy mathematical theoretical equation, order a new pack and put it in a test rig if you don't trust the nissan figure, whats the point? Your not going too get everyone to agree on ride height preference or spring rate they want in a custom composite monoleaf anyway. I would not enter into a group buy like this for that very reason and for same reason i'm not spending my time doing accurate measurements to prove you wrong. I was just trying to assist with a bit of basic info and ROUGH measurments that took 5minutes of my time.

oh and did i mention that virtually the same result divided by 2, round 2 the closest mm, in droop is achieved if the weight is applied direct center, over the top of the third member in the tray. Mind you i did say all along rough measurments if you read my posts. Why dont you try it for yourself Mr i'm Automotive engineer of the century, don't just take it from little old me, and i take it your also telling Mr Nissan he doesn't know what he's on about too. You did realise that 30 year old set of springs with worn insulators was going to bind a little more than a new set didnt you?

I applied weight to one spring pack only so rate was 203 lb/in per spring pack. Take roughly 20-25% of that for friction and binding of leaves and you arrive at the factory quoted spec for four leaf pack on a B120. Reason why with composite leaves they say use roughly 20% higher spring rate is due to the lack of friction in a mono leaf design i would think.

Yeah it would be interesting to know for sure, I would say its alot closer to being 267kg/mm, 149lb/in rate than the coupe figure of 110lb/in. Just from memory the overrider doesn't come into play till the bump stops are nearly touching the chassis. Did a rough measurment, starting with unladen ride height, adding 80kg of weight to top rail centered longitudinally, above the axle centerline. Ride height dropped by 22mm. Taking into account friction and binding caused by the leaves sliding against one another, I would say it fairly accruate as at 80kg for 22mm droop that is over the spec given. The coupe leaf thickness in wiki however of 1x6mm and 2x7mm thickness would suggest different, however they have less free camber to start with which would cause a flatter leaf profile.

"the overrider" is the 13mm thick leaf mentioned at the bottom of the list.

Factory B120 Service Manual extract.

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Having never seen a BW wheel bearing set up its a little hard to understand from the description given the exact bearing set up used, however a single row tapered bearing can only support a thrust load in one direction as opposed to a double row tapered, a pair of single row tapered bearings installed opposing each other or ball which can be thrust loaded bi-directionally. This means that for a single row tapered bearing to be used singlely (without a second single row bearing installed in opposite direction) in a wheel bearing application there must be a mechanism to support thrust load in an opposite direction to which the single row tapered bearing can supqort, ie. a thrust block which slides over the diff pinion pin in the center of the diff which the machined end of the axle butts up against and prevents inward thrust movement of axle. Out ward thrust force is supported by outer race of single row tapered bearing which is held by bearing retainer/brake backing plate, that bolts onto end of axle housing. End float and preload are adjusted by shimming in general. Hope this helps..

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It's worked for me, 2x1985 A12's in 1200 utes. I bought one with 162000kms on clock now done 547000km's still has oil pressure in spec with standard pump at idle, uses no more than 500ml of oil between 5000km services. Other was bought with 365000kms and has now done 480000kms with virtually identical results. Both had impecable service history's prior to my purchase...and after. Neither show any signs of dying yet. Up until recently the 547000km one used to drive me 220km a day to work and back, most of which was highway running at speed limit including some 110km/hr zones. Driveline of this ute consists of FS5W60L transmission and 3.7:1 H165B final drive. Vibration can be cause of oil leaks but certainly I would say cork/rubber 4 piece gasket designs are well past thier prime, (sump). In my experience this is the major source of oil leaks in A series motors. Contamination entering shaft seals and oxidisation leading to hardening is the major cause of shaft seal leaks.