OME Spring Features & Benefits

As we talked about before, each spring is engineered for a specific vehicle and load.  In many cases there are numerous spring options available for a single truck or SUV. Our leaf springs, coil springs, and torsion bars are all feature packed. You may find other manufactures with similar characteristics, but our products have every available option you can find.


  • Draw Tapered & Diamond Cut Leaves:
    • The shape of each leaf is designed to ensure the load is progressively distributed over a larger surface area, reducing the high stresses that develop at leaf ends. This provides increased ride quality and protection against leaf breakage, significantly increasing the spring life.
  • Bolt Clamps & Liners:
    • The leaf clamps are bolted to allow installation of extra leafs (when needed). The clamps keep the leaves from splaying. Anti squeak nylon liners eliminate metal to metal contact between the leaves and clamps.

      The black plastic liners eliminate squeaking. The bolts and sleeves allow for additional leaves.

  • Fully Scragged & Load Tested
    • Scragging is the process of subjecting the spring to a load greater than that which will experience in service. This ensures that the spring steel has yielded and adopted permanent curvature and ensures the spring takes a permanent ‘set’ which reduces the risk of sagging.
    • Load testing ensures the spring meets the required specification.
  • Graphite Coating
    • This is to further reduce the friction between the spring leaves & friction pads.
  • Military Wrap
    • Designed to provide added safety if the main leaf was to break, the wrap would hold the spring together.

      The second, 3/4 eye wrap on this spring is the military wrap.

  • Anti Friction Pads
    • Greasable nylon interleaf liners reduce friction at the leaf tips where the load is the greatest.

      Each leaf has a teflon pad that comes pre-greased. If needed, the pad can be re-greased.

  • Flat Axle Seat Area
    • Allows a positive, safe axle mount; reducing spring stress & increasing spring life.
  • Shot Peening
    • The tension side of all leaves is shot peened (similar to sand blasting, but it changes the metals plasticity) to reduce spring stress. This process can double the life of a spring.
  • Two-stage Leaf Pack
    • Featured on most rear springs for optimum comfort. When unladen the vehicle will ride on the primary stage, typically of a lighter spring rate. The secondary stage provides additional support when a heavy load is added.

Most Emu Dakar leaf springs have all the listed features, but where design or a physical limitation exists one or more of these features may not be incorporated.


  • X5K Micro-Alloyed Spring Steel
    • New generation high strength spring steel. This steel is enhanced by additions of silicon, chromium, and vanadium nickel, along with lower carbon than conventional spring steel grades.
    • Material difference allows these springs to withstand higher operating stresses with superior resistance to sag and improved toughness and corrosion fatigue properties.
  • Springs are formed on precision mandrels
  • Scragging before and after shot peening to prevent sagging
    • Scragging is the process of subjecting the spring to a load greater than that which will experience in service. This ensures that the spring steel has yielded and adopted permanent curvature and ensures the spring takes a permanent ‘set’ which reduces the risk of sagging
    • Shot peened is similar process to sand blasting, but it changes the metals plasticity and thus it reduces spring stress.
  • Constant and variable rate coils available for multiple applications
  • Coil spring end configurations designed to exact specifications guaranteeing perfect fit to your vehicle. Our springs are not generic.
  • Durable powder coat finish


Designed and set for optimum ride performance, while maintaining maximum wheel travel crucial to off road action.

  • Premium grade spring steel with a resilient powder coat to protect against corrosion
  • Precision drawn, dropped forged ends for optimal strength and integrity
  • Pressure rolled splines for precise fitment and increased spline durability
  • Hardened and tempered to exact specifications for improved performance
  • Preset and hardened to prevent sagging and increase life cycle

Old Man Emu General Fitting Guide


Old Mane Emu parts do not come with instruction guides for installation. Old Man Emu parts are engineered and designed with a different end goal than most other manufacturers. Our specifications are well within the factory geometry, which allows them to be installed just as the Original Equipment (OE) parts as per the vehicle’s factory service manual. If you do not have access the factory manual, we would suggest picking up a Haynes or Chilton’s manual. They contain all the necessary information such as bolt torque and proper leaf and coil spring procedures.


Before installing new Old Man Emu components, we recommend taking initial height measurements at each corner. This will allow you to track the overall height gained with the new components, but also show any preexisting lean that needs to be taken into consideration when fitting A/B springs. We suggest measuring the distance from the bottom of a flare or wheel arch to the bottom of the wheel rim.

If you have not already done so, check the ARB Vehicle Application Guide for any additional footnotes about the install.

All suspension mounting points such as shock towers, chassis mounting points, coil seats, etc., must be carefully checked and inspected for any signs of excessive wear, rust, damage, or fatigue. If damage is found, these must be repaired or replaced.


A/B Fitment

As a general rule, the A springs have a higher free height than the B coils. This is to allow the fitter to compensate for driver weight, aftermarket accessories, vehicle weight distribution, and chassis twist. We suggest taking measurements at each corner before fitting the new suspension components. This will allow for more accurate A/B fitment.

In vehicles with front and rear A/B springs, most of these vehicles will be happiest with an A coil fitted to the front, driver corner and the opposite rear, passenger corner. In vehicles with only rear A/B springs, most will end up with the A spring on the rear, driver corner.

It must be understood that due to the A/B variation, the first spring selection may result in the vehicle to be unlevel. If this is the case, swapping spring locations is necessary before trying other trimming methods.

Leaf Springs

“+”, “0”, or “-“ markings signify a manufacturing load test result. They identify whether the spring is precisely normal (0), slightly above (+), or slightly below (-) specifications. Every spring undergoes this test to determine if it is within engineering tolerances. The range of this tolerance is +/- is 3mm.

This is a Military Wrap

Military wrap end of the leaf spring is to be installed to the fixed pin chassis mounting point (this is the non-shackle mount). Non-military wrap springs have a yellow mark on the end of the spring to be installed in the fixed pin chassis mount point.


Every care has been taken to nominate a spring and shock absorber selection for different front and rear loads. As mentioned before, there can be many different reasons why a lean may exist. On newly fitted suspensions, changing A/B fitment should be the first option. If this is unable to resolve a lean, trim packers are often available. Do not stack more than 2 packers on a coil spring.