Why Most Cars No Longer Use Leaf Springs

Most modern passenger cars have moved away from leaf springs because independent suspension systems with coil or air springs deliver better ride comfort, handling, packaging efficiency, and weight savings—key priorities for contemporary safety, emissions, and customer expectations. Leaf springs remain common on heavy‑duty trucks, some pickups, and commercial vehicles where payload, towing, and durability matter more than refinement.

How the industry evolved

Leaf springs were standard on early automobiles because they were rugged, simple, and could both support the vehicle and locate a solid axle. As engineering priorities shifted toward comfort, handling, and packaging, automakers began adopting coil springs and independent suspensions—first at the front, then increasingly at the rear. By the 1990s and 2000s, independent rear suspensions and multi‑link layouts became mainstream in passenger cars and crossovers.

In pickups and SUVs, the change has been gradual and mixed. The Ram 1500 moved to a rear coil-spring, five‑link setup over a decade ago. Toyota’s Tundra switched to a coil‑spring multi‑link rear in its 2022 redesign, and the 2024 Toyota Tacoma adopted coils on most trims (with base variants retaining leaves). Many other models still use leafs—Ford F‑150 and Chevrolet Silverado 1500 among them—while EV trucks such as the Ford F‑150 Lightning, Rivian R1T, and Tesla Cybertruck employ independent suspensions to accommodate motors and battery packaging.

The technical reasons for the shift

The move away from leaf springs in cars reflects a set of engineering trade‑offs where modern priorities favor alternatives. The following points outline the main technical drivers behind the change.

• Ride quality and handling: Coil and air springs paired with independent suspension better isolate bumps and allow precise control of camber and toe, improving grip, comfort, and stability.
• Unsprung mass: Leaf springs and live axles add mass that moves with the wheels, degrading ride and responsiveness compared with lighter multi‑link independent setups.
• Axle location compromises: Leaf packs both spring and locate the axle, forcing geometry compromises. Separate links with coils let engineers tune wheel paths and bushing compliance more finely.
• Noise, vibration, and harshness (NVH): Inter‑leaf friction creates non‑linear spring rates and added harshness; independent suspensions with coils/air and tuned bushings isolate NVH more effectively.
• Packaging and interior space: Independent rears enable lower cargo floors, larger trunks, and flat EV battery “skateboards,” improving practicality and aerodynamics.
• Weight and efficiency: Reducing mass improves fuel economy and EV range; modern multi‑link systems with coils or composite materials are typically lighter for car‑class loads.
• Electronics integration: Stability control, torque vectoring, and active damping work best with suspensions that maintain consistent tire contact and geometry under load.
• Platform flexibility: Modular architectures shared across sedans, crossovers, and EVs favor independent layouts that scale across sizes and drivetrains.

Taken together, these factors make non‑leaf solutions a better fit for the performance, comfort, safety, and efficiency targets of contemporary cars and crossovers.

Where leaf springs still make sense

Leaf springs haven’t disappeared; they remain the pragmatic choice in segments where maximum payload, towing stability, simplicity, and durability are paramount.

• Heavy‑duty pickups and work trucks: Robust multi‑leaf packs handle sustained loads and resist sag (e.g., many 2500/3500‑class trucks; some use rear coils or air springs as alternatives or options).
• Half‑ton and midsize pickups: Several still use leaf rears (e.g., Ford F‑150, Chevrolet Silverado 1500, Ford Ranger, Chevrolet Colorado, Nissan Frontier), though rivals like Ram 1500 and Toyota Tundra/Tacoma have moved many trims to coils.
• Commercial vans and light commercial vehicles: Simplicity and durability for delivery duty (e.g., Ford Transit and many global van platforms) keep leaves relevant.
• Global workhorses: Utility‑focused models such as the Toyota Hilux and Land Cruiser 70 Series employ leaf rears for rugged payload demands and ease of repair.
• Special cases: Transverse composite leaf springs appeared on past sports cars (e.g., Corvette C5–C7) as lightweight, packaging‑efficient springs—not as axle‑locating devices.

In these contexts, the ability of leaf springs to carry heavy loads reliably, with straightforward maintenance, outweighs the refinement gains of coils or air systems.

Myths and nuances

Leaf springs aren’t “obsolete” so much as specialized. Modern parabolic leaf designs reduce weight and improve ride versus older multi‑leaf stacks, and pairing leafs with auxiliary air springs can balance load‑leveling with comfort. Conversely, coils aren’t automatically superior for hauling; they often require additional hardware (links, sway bars, air assist) to match the load capacity of a robust leaf pack. The right choice depends on the vehicle’s mission.

What the EV era changed

Electrification has accelerated the shift away from leaf springs in passenger vehicles and many light trucks. The reasons extend beyond ride comfort to core EV architecture and efficiency.

• Battery packaging: Flat underfloor battery packs benefit from independent suspensions that don’t intrude into cabin or cargo space like a live axle might.
• Power unit integration: Rear drive units and dual‑motor setups pair naturally with independent rears; packaging a live axle and leaf pack around motors is complex and heavy.
• Aerodynamics and range: Lower cargo floors and optimized underbodies reduce drag, directly improving EV range.
• Software‑defined dynamics: Air springs and adaptive dampers enable real‑time ride‑height, comfort, and handling adjustments that mesh with EV torque control and stability systems.

For EVs, the packaging and control advantages of independent suspensions align tightly with range, performance, and interior space goals—further relegating leaf springs to heavy‑duty niches.

Outlook

Expect mainstream cars and crossovers to continue with multi‑link independent suspensions using coils or air, while EV trucks increasingly follow suit. Leaf springs will persist in heavy‑duty pickups, many commercial vehicles, and cost‑sensitive global markets where payload and durability lead the brief. In the mixed middle—light pickups—manufacturers will choose based on brand priorities: ride and handling versus maximum payload and cost.

Summary

Cars largely abandoned leaf springs because independent suspensions with coil or air springs deliver superior comfort, handling, packaging, weight efficiency, and electronic control—priorities that define modern vehicles and especially EVs. Leaf springs remain the right tool for heavy loads, towing, and rugged durability in trucks and commercial vehicles, illustrating that the choice is about mission, not fashion.

When did leaf springs stop being used?

Leaf springs were very common on automobiles until the 1970s when automobile manufacturers shifted primarily to front-wheel drive, and more sophisticated suspension designs were developed using coil springs instead.

What are the disadvantages of leaf spring suspension?

Disadvantages of leaf spring suspension include a stiff and rough ride, particularly when unloaded, as well as limited flexibility and customization options. Leaf springs are prone to sagging over time, can cause poor handling and approach/departure angles for off-roading, and are susceptible to axle wrap. They are also heavier and take up more space than coil springs, and their fixed mounting points offer little scope for adjustments.
 
Ride Quality & Comfort

• Stiff and Bumpy Ride: The inherent rigidity and inter-leaf friction result in a harsh, jarring ride, especially on unloaded trucks. 
• Poor Wheel Connection: The lack of flex can prevent wheels from maintaining contact with the ground in difficult terrain, leading to a loss of traction. 

Handling & Geometry

• Limited Customization: Leaf springs are bolted at fixed points to the chassis, making it very difficult to adjust the suspension’s geometry for different driving conditions. 
• Poor Angles: They allow for very limited approach and departure angles, hindering off-road capability. 
• Altered Handling: Uneven sagging over time can change the vehicle’s cross-weight, negatively affecting handling. 

Durability & Maintenance

• Sagging: Constant or excessive loads can cause leaf springs to permanently lose their shape over time. 
• Axle Wrap: Under heavy acceleration, the axle housing can twist, which can damage the leaf springs, driveshaft, or even the transmission. 
• Component Failure: Individual leaves can crack or break, especially if the spring is corroded or overloaded, leading to costly and hazardous repairs. 
• Shackle Inversion: In off-road scenarios, the shackle can invert and get stuck, rendering the suspension inoperable and potentially causing further damage. 

Design & Space

• Weight & Bulk: Leaf springs are heavier and take up more physical space than coil springs. 
• Limited Applications: They are not well-suited for independent suspension systems and are rarely used in high-performance or racing applications where customization is key. 

Why don’t cars use leaf springs anymore?

It’s mostly for packaging and cost reasons. Coils are cheap and compact, but transfer load to a single point. Leaf springs take up more room, cost more, but transfer load to a wider area. That’s why you still see leaf springs in larger vehicles designed to carry big payloads.

Are leaf springs outdated technology?

With modern technology, you would expect antiquated gear to be a thing of the past. However, even in 2025, some trucks can be found with old leaf springs.