Flat-gear (older) 150 models converted to taildragger tend to be somewhat less "bouncy" than tube gear (later) 150 taildraggers.
I've also seen the spring steel gear (flat-gear) legs re-arced to get the ground clearance up a bit for the prop. The oldest conversions sometimes used 140 gear legs, because all the early 150s were essentially based on the 140.
Makes a very pretty little airplane, top speed increases slightly, rate of climb does too, but remember the terms "top speed" and "rate of climb" are very relative when we are talking about the mighty Cessna 150 and 152.
The conversion takes 40 to 50 hours of sheetmetal work - it is not a trivial job, and if you want one, you are much better off buying one that someone else has done all the work to!
The taildragger conversion STC is sporadically available from a company with the same name (and from the same state) as the current president of the US. Must be something in the water out there - all of them are essentially impossible to deal with.
Further information on the Cessna 150/152 club website, which is an invaluable resource for the type.
I'm going to get the air speed indicator in my 150 recalibrated in furlongs, I'll then have the fastest 150 in the known universe: I'll be blasting along at 900 furlongs an hour - yeeehaaaa!
Best Regards,
Echo Mike (happy 150 driver)