I have some inspiration for you.
Let's start with this.
Transverse leaf spring that doubles as a lower control arm, in conjunction with a "normal" upper arm. Since the knuckle connection to a leaf spring can only be a pin connection (not a ball joint), this uses king-pins for steering. The shocks connect to the knuckle. This is from the 1955 Fiat 600; Fiat used similar designs for first front suspensions and then rear suspensions for a few decades. But, they only used this design on the non-driven end. In this case it was for the front suspension of a rear-engine car.
Note that the leaf spring is attached to the chassis at two points. Imagine what happens in two-wheel bump - the center of the leaf spring will go up and down a little. Now compare to what happens in body roll - the center of the leaf spring (roughly) stays put, which forces each end to move more, i.e. it's stiffer in roll than it is in two-wheel bump. So the leaf spring also acts as an antiroll bar. The Chevrolet Corvette, which uses transverse leaf springs to this day, uses this effect to this day.
Now look at this ...
The lower A-arm goes to a ball joint and the transverse leaf spring also acts as the upper control arm. I haven't found a photo of what this looks like with the powertrain not in place but obviously the transverse leaf spring (and the steering rack) are routed above the final drive of the transmission (which is a transverse transaxle in this case). This is from the Autobianchi Primula from 1964.
The successor to *that* car was the Fiat 128, which set the pattern for front-drive cars to this day: Transverse engine, end-on transaxle, MacPherson front suspension with coil springs. Notably, they went away from the transverse leaf spring - although that car still used one in the rear suspension, but it didn't serve to guide the hub, it was just a spring (and an antiroll bar).