he primary tenant of Pro Touring is building track-capable handling into a vintage vehicle, and that’s exactly the plan of the 1969 Camaro project we’ve been following at Phoenix-based Hot Rods By Dean. And the Detroit Speed & Engineering QuadraLink rear suspension is just the right call.

In addition to a supercharged LT4 crate engine and TREMEC Magnum six-speed transmission, the car is also receiving a complete, front-to-rear chassis-and-suspension makeover using mostly Detroit Speed components. Our previous installment showed the LT4 engine being nestled into its new home within a Detroit Speed hydroformed front subframe. It was stronger than the original but was the foundation for an all-new coilover front suspension and rack-and-pinion steering system.

That was the first half of the chassis and suspension upgrades. The project moves rearward, starting with frame connectors that link the new front subframe to the rear rails on the unitized chassis F-body and mini-tubs that provide extra room for extra-wide rubber. Most importantly, this project stage includes installing Detroit Speed’s QuadraLink rear suspension system. It replaces the factory leaf spring setup with a suspension that has a greater range of movement, compliance, and axle location.

In a nutshell, the four-link geometry eliminates the inherent bind in a leaf spring design, especially when channeling big power to the pavement during high-performance driving. The bind comes from the leaf spring’s dual duty to locate the axle and control its travel. Under hard acceleration, especially with the torque of a powerful engine, the axle can rotate—an undesirable condition known as axle wrap. It can produce an axle tramp or hop, which affects traction, but as the axle rotates it also changes the pinion angle, which can damage or break components such as a yoke and even the driveshaft.

To put it succinctly, it’s no bueno. The geometry of a four-link with coilover springs in place of leaf springs eliminates the bind behind axle wrap. With Detroit Speed’s QuadraLink, long lower arms (one per side) and shorter arms provide articulation. At the same time, a Panhard bar, which connects the rear axle to the chassis to prevent side-to-side movement further enhances the tires’ connection to the pavement. Also, the coilover shocks deliver an additional control measure by working as integrated units.

That’s all great but to be honest converting to a four-link rear suspension in an early F-body requires major sheetmetal surgery. As with the previous installment on this Camaro project, Dean Livermore handled the cutting, welding, and cursing by Phoenix-based Hot Rods By Dean. Like our previous installment, we’re providing a 30,000-foot view of the procedures involved rather than every stitch of welding involved.

It’s also worth noting that while some fabrication was involved with the installation of the LT4 engine and complementing six-speed Magnum transmission, the overall installation of the bolt-on Detroit Speed front subframe was comparatively easy compared to the steps involved with the subframe connectors, mini-tubs, and QuadraLink suspension. We’re talking about days and days of cutting, trial-fitting, follow-up trimming, and welding. Lots and lots of welding.

Thankfully, the instruction manuals and the installation videos from Detroit Speed were very thorough and provided excellent guides to the processes. The videos linked on the company’s website should be reviewed before anyone tackles the installation of the frame connectors, mini-tubs, or QuadraLink for the first time. They’re also worth watching before purchasing the parts to help determine whether they’re projects within the owner’s skill set. Believe us, getting halfway into the mini-tubs or QuadraLink installation and discovering one is over his or her head will cause misery while adding needless time and money to the project. For most enthusiasts, these projects are likely best left to the pros.

“A lot is going on with the installation of the mini-tubs and QuadraLink—and even the frame connectors,” Livermore says. “It’s a project that really relies on fabrication experience.”

There will be more from this Camaro’s Pro Touring buildup, but for now, it’s all about the rear suspension and building in the capability to accelerate harder and corner quicker without binding.