The geometry impacting the performance of the rear suspension is actually the same between all the different styles. How they accomplish it is the differentiating factor. Adjusting ride height is only one of many parameters to evaluate.
A parallel four link system is best suited to drag racing. Its ability to adjust instant centers to create rise or squat and increase or cushioning the hit on the tires is why it is good at this. However, it does not do as well in dealing with body roll and the migrating roll centers creating by rapid directional changes. It can bind.
The alternative to this has been to use a triangulated four link system, like RMS, which is a copy of GM A body suspension. This brings the benefits of a suspension that is well supported laterally but brings to the table all the benefits and shortcomings of the original GM design.
Three link design tend to allow the best articulation for handling applications, but can be hard to package in a car keeping the back set. This limits the length of the upper arm which will reduce some of the adjustment. XV has done the best work on this system for Mopars.
To recommend a gross spring rate without knowing a number of dimensions is like throwing darts at a board. Total vehicle weight, front/rear bias, track width, and spring location are all factors in deciding what rate is required. 200# could be pretty harsh or soft as a marshmallow depending on these factors.
There actually is a lot of technology built into a leaf spring system. Mopars have some of the most advanced leaf designs and layout ever created and it does not take too much work for them to really perform well. However, a couple things all leaf suspension suffer from are that they are heavy and it is not easy to change rates. Unless you are in a position where these 2 factors are big impediments, they are more than adequate for nearly any performance driving.
