So before I start, let me clarify something about the weights I posted yesterday- they are for pairs. Ie, one LCA with bushing and pin weighs half the weight I posted, 10.6 lbs for that case. Same for the UCA's, strut rods, tie rod ends, etc. I took those measurements to compare against a coilover conversion, so I did everything together for a total suspension weight. For a frequency calculation I assume you would only want one side so divide those numbers in half. I edited my post to make clear the weights are for pairs.
The 73-76 disk spindles I have weigh ~8.2 lbs each, but that's bare. No bolts or lower ball joints. With bolts and lower ball joints they weigh ~12.6 lbs each. So 16.4 lbs for both bare spindles, 25.2 for the pair of spindles with lower ball joints and bolts. Again, that's a bathroom scale and the average of a couple of measurements, I wouldn't be surprised to see numbers that were +/- half a pound or more.
The 1G estimate is a pretty common industry standard for street driven cars, I've seen it a few times.
The thing is unless you're going to redesign the suspension you're pretty much stuck with the travel. I mean, if you lower the car you change it, and you can change out bump stop heights to change it like I have, but overall the hard parts to hard parts travel is the same. So really, you're left with setting your ride height and picking a torsion bar to keep you from bottoming the suspension out. And there are other factors involved, like the camber gain curve I mentioned, the center of gravity and roll center, etc. I think all of those are going to be bigger factors than the frequency calculation, at least as far as handling changes you'll notice on the street.
At the very least, I would check the ride height and related travel first, because honestly that's going to be the major factor in choosing the wheel rate.
