These stronger square plates are held in place by the factory flanges and dont move out of adjustment under heavy loading as the OEM cam bolts often do. About | Contact | Terms | Privacy, FORD MUSTANG 1964 1/2 1973: HOW TO BUILD & MODIFY. Such bars may be smaller or larger in diameter than the stock bar depending on differences in materials, design (solid versus hollow), shape, and adjustability (extra holes, etc.). Although these cost more than rubber bushings, they substantially improve performance. Bolt-in designs are generally not as effective as weld-in designs but welding them after theyre bolted in usually helps. Global West developed these revised strut rods to virtually eliminate any movement along the centerline of the rod, thus maintaining a much more consistent rod location/alignment and minimizing the effects of hard braking and cornering. It consisted of an upper control arm, a lower control arm, and a strut rod on each side combined with an anti-sway bar, springs, shocks, etc. A special mount secures the top of the shock. To make things even stronger, you can weld the mounting plates wherever you can get to them. They have six settings covering a wider adjustment range than the OEM bolts. Ridetech provides these fixtures to help ensure the axle tabs are welded in the right place. The mounting location should also minimize the need for any corrective measures such as the installation of a bump steer kit or making exhaust modifications. Even for cars not driven aggressively the installation of subframe connectors with an export brace and a Monte Carlo bar stiffen the car so that squeaks and rattles are greatly reduced. Polyurethane perches cushion the ride, allow less movement, and last longer. Lower-cost systems tend to use polyurethane bushings and other less-costly components to keep the price down. Replace or upgrade the strut rods if theyre bent. There may be clearance issues if youre using the factory Z-bar on a manual transmission car; you may need to change to a cable or hydraulic clutch release system to make things work. Single/16-step and double/256 combination shocks are available along with numerous spring rates. The longer rod reduces the alignment change throughout the range of travel, thus allowing less of a compromise in setting the caster, etc. The ease of replacement makes it feasible to have extra springs to swap as needed for different uses. These Global West arms are the stronger four-bolt variety plus they utilize a revised bushing design with harder durometer rubber to reduce excessive and unwanted movement of the arm. Tie rod ends, ball joints, and so forth arent especially expensive and should be the first things to get replaced if theyre worn or damaged with excessive play. It almost always weighs less than a regular system when you consider all the links, joints, and so forth it doesnt have. These tabs are critical for setting proper pinion angle. The best export brace designs have thick flanges and welded joints to minimize movement. They also are much more complicated to install (and tune) due to the need for an air compressor, tank, lines, etc. With some modifications, however, the basic design even proved to be race worthy. The stock upper control arms are generally suitable for a daily driver but they still can benefit from a few modifications. A rubber bushing is no longer suitable for such use and must be eliminated. A centering ring inside the shock tower locates the top end of the spring while the shock absorber passes through the center of it and the spring. An elaborate (and costly) strut rod design is from TCP. The support cradle is reinforced by gussets and links, which extend forward to attach to the original leaf-spring mounts. Over time even normal loads can lead to cracks in the towers. An easy and inexpensive way to fix this is to replace the OEM perches with ones using polyurethane. The most common example is that the shock towers tend to bend inward toward the engine. First-generation Mustangs were equipped with mundane hydraulic shocks at the factory, which faded after severe acceleration, hard braking, and aggressive cornering. Even right off the showroom floor they were vague, void of any real communication from the road, and not very responsive to inputs. It presented a challenge for packaging when you wanted to install headers. The springs themselves are available in various configurations and rates to suit different needs. The best Monte Carlo bar designs use thick, straight tubing with thick brackets and adjustable rod ends with opposing threads to allow adjustment by simply rotating the bar (versus having to adjust each side separately). Coil springs lack the internal friction of leaf springs. The upper and lower links can be installed in multiple positions and are also adjustable in length. The suspension solution for this vehicle type builds on the highperformance street type and its basically an upgrade with greater emphasis on strength and tunability: a coil-over system from Ridetech. If the various rubber components are cracked or otherwise deteriorated they too can be replaced for little cost. If the strut rods are improperly adjusted the wheel alignment may be off and there can be a high possibility of the car pulling to one side under braking or acceleration. A rod end or spherical bearing is normally used in place of the rubber bushing, along with a much stronger and adjustable rod. Theyre usually bolt-in designs, which may be fine on the street but often are not suited to more extreme use. Another prime candidate for replacement is the rag joint between the steering column and the steering box. TCP offers this particular system in three types: polyurethane bushings, spherical bearings, and billet aluminum arms with spherical bearings. They dont compress to any noticeable degree and they reduce friction and impact harshness. For maximum performance and handling, perches with roller bearings virtually eliminate all play and friction. Global West, Total Control Products, and others offer direct-replacement springs with various rates and ride heights to suit various situations. They allow use of all stock components but, realistically, these parts should also be upgraded to achieve the best result. The high-performance street car takes things up a notch by using upgraded components at the front and eliminating the leaf springs at the rear. Ridetech offers three levels of coil-over, or ShockWave/air-spring, configurations. To get the full benefit of them you should also replace the OEM eccentric cam bolts with Global Wests lockout kit. The Total Control Products (TCP) Econo Bolt-On Coil-Over spring and shock combination is a great way to upgrade the stock front suspension. If the cradle and axle tabs are properly placed the length of the upper links should be nearly identical. The starting point is the elimination of the stock rubber spring eye and shackle bushings because theyre probably worn out anyway. For this vehicle type, the chassis should receive additional stiffening for higher cornering forces. The rear spring eye receives the same type of Del-A-Lum bushing and enjoys the same benefits. The following is an installation overview of a Borgeson powersteering conversion. Like any OEM suspension design, the rubber is intended to improve ride comfort plus reduce vibration and road noise. These reverse-eye springs lower the car (at the same spring rate). Like many other cars that rolled out of Detroit the Mustang is a unibody car and, unless the body and suspension have been recently restored, time has most likely taken its toll. The real benefit, however, is the greatly improved stiffness and torsional bending. Underbody subframe connectors can be supplemented for higher-performance use. The springs and shocks have been replaced with more performance-oriented parts plus the spring perches were replaced with polyurethane parts. This greatly stabilizes the spring and produces much more accurate, consistent, and limited motion. Everything needs to be compatible to get the best result. You may need to modify the stock steering column a bit but its a small price to pay for the benefits you receive. They accept all other OEM components and are a very good choice for drag race vehicles where the need for lighter weight is more important than the need to handle higher cornering. A higher-output pump is required so one is supplied with the necessary mounting bracket, hoses, steering link adaptor (if needed), and even a new rag joint. These better tolerate higher spring rates and further reduce unwanted compliance. Early Mustangs benefit greatly from a Monte Carlo bar (the straight, adjustable bar between the shock towers) and an export brace (the fixed bars running between the firewall and the shock towers). The lower control arm with a strut rod has some pretty large (and soft) rubber bushings. The advantages of doing so are many, whether you go power or manual. Global West offers top-quality chrome-moly tubular arms that provide superior strength and torsional rigidity over the stock stamped-steel arms. For a high-performance application a higher spring rate is needed and this produces a harsher ride and fails to maintain as stable a total rear tire contact patch. These arms offer additional strut rod mounting holes plus revised geometry for potentially better performance, especially when used as part of a complete negativeroll kit. These cars tend to sag a bit due to a combination of metal fatigue, corrosion, rust, loose or missing fasteners, and broken welds. I try to do so in a way that also helps make up for 40 or more years of wear and aging by replacing worn or damaged parts with cost-effective upgrades rather than installing direct-replacement parts. A worn/failing bushing usually causes the car to pull to one side when trying to drive straight. Finally, because this design has such inherently low internal friction there is a reduction in impact harshness and an improved ability for the spring to move through the desired range of motion. This construction accomplishes several things. A simple adjustment ring and set screw provide the ability to compensate for any excess wear by reducing the internal clearances. For a high-performance street car, you probably dont need adjustable anti-sway bars.You still must, how ever, ensure the bar(s) is matched to the rest of the suspension. Because making any major changes to the stock design of my project car would inevitably exceed my budget, I profile certain targeted upgrades that yield the biggest performance increase for a reasonable investment. This isnt necessary in a drag race situation where the front bar may be removed (at least at the strip) to reduce weight. In extreme cases and/or where the box is leaking or otherwise damaged you can have it rebuilt or buy one that already has been rebuilt. If your old/OEM system needs any significant amount of investment for your daily driver or high-performance street car this Borgeson setup is the better way to go. In each section I consider the tradeoffs among cost, handling, ride comfort, installation, streetability, and reliability. When the additional loads of high-performance driving are to be the norm, additional strengthening measures are needed for the body structure. The basic suspension was developed and refined for use in SCCA Trans-Am road racing. By using adjustablelength rods with rod ends that index to the frame (to ensure proper alignment) these strut rods also provide additional adjustment capability for a more precise alignment. The doublestamped control arm, coil springs, and shock suspension provided good road-holding and handling characteristics for its day, but it is certainly antiquated by todays standards and must be replaced to reach modern high-performance standards. Because there are far fewer of these bushings their effect is less. You cant always judge stiffness by its appearance. These bushings rest inside anodized aluminum housings, which are inserted into the spring and/or frame rail. Similarly, ride height can be changed by adjusting the collars on the shocks or by moving the upper shock mount to a different hole in the cradle. Basically, keep the stock system healthy until you can afford to toss it. Once the tabs have been welded on and painted, the fixtures can be removed and replaced by the upper links. Its larger size, however, requires some modification of the steering shaft. These tubular lower control arms from Global West provide exceptional strength and performance for a stockstyle front suspension. These should be replaced unless you plan on upgrading. The steering is responsible for the cornering loads the suspension has to deal with but, more importantly, it takes you where you want to go (most of the time). When you upgrade the suspension there is generally a very small tradeoff in a slightly harsher ride and the possibility of a feeling bit more vibration in the cabin but the improvement in dynamic response compensates for it. Three different versions of coil-over shock are also available for each configuration: 16-step single-adjustable (bump and rebound together), 16-step dual-adjustable (bump and rebound independently), and 16-step four-way adjustable (bump and rebound independently adjustable at high- and low-piston speed settings) with remote reservoirs for optimal performance. Even if this looks okay its a good idea to replace it if its been on for a long time because the rubber deteriorates over time, thus creating more play and slower steering response. The polyurethane version has a little more compliance than the others but may require a bit more maintenance in terms of lubrication but its also less costly. Note the use of Del-A-Lum bushings (no rubber), the reinforced spring perch mounts, and the extra bar. No suspension system can work to its full potential unless its connected to a stable platform/vehicle. The springs cannot move sideways to any degree, thus enhancing stability while allowing for slightly more effective tire clearance and/or wider tires. Leaf springs serve their purpose well as a good, simple, safe, durable, and relatively inexpensive form of rear suspension when using a solid axle. To keep the overall cost down for this level of build, a hybrid front suspension keeps the stock suspension layout and geometry but uses many high-performance upgraded parts. Global West advises against using anti-sway bars when their complete suspension system is used. Polyurethane should never be used for a street car because it can restrict and bind the arc of suspension travel. With this Global West complete coil-over conversion system, the OEM spring/shock setup is replaced by a coil-over setup, which mounts to the revised lower control arm to better direct/distribute the spring forces. They suffer from having a panhard rod that creates lateral movement of the rear axle due to the arc the panhard rod swings through. In higher-performance situations a rear bar may prove to be beneficial if it helps balance the car but this probably isnt an issue with a daily driver. Kits from other suppliers can include new rear springs and/or other components as well. Ensure the nuts on the U-bolts are evenly tightened and not overtightened to the point of warping the flanges. Most remaining front suspension components can also be costeffectively upgraded in a daily driver to provide very noticeable benefits. Do not use polyurethane bushings here; they can cause strut rod failure. Combining Global Wests upper and lower tubular control arms virtually eliminates friction over the entire range of movement. Think drag racing. These are not only much, much stronger than OEM arms but they also incorporate revised geometry and use Del-A-Lum bushings instead of rubber or polyurethane on the cross shaft. The majority of these upgrades involves eliminating excessive compliance/play in the suspension so that the movement of the parts is limited to a smaller range and is thus more predictable. The OEM design utilizes a spring perch that positions the spring on the upper control arm. Versions that provide greater adjustability are easier to install but do not provide as much torsional rigidity once theyre in. They reduce the amount of body roll and improve the overall response of the suspension. This chapter concentrates on street and highway (including high-speed events) use and covers some road course applications. The concentricpivot assembly utilizes two preloaded Delrin bushings inside billet aluminum housings to relocate the effective pivot point farther forward, thus effectively lengthening the strut rod while also eliminating unwanted compliance/movement. They are usually installed under the dash, either with a new steering column or through modifications to the existing steering column. In a powered system you also need a pump and hoses because the power assist is usually integral to the rack, if you want it to be. They feature the same spherical bearings as the boxed OEM arms while providing far more strength and an extra mounting point for the strut rods. You can upgrade the parts and make substantial improvements in performance. The problem with these systems is usually the hydraulic ram/cylinder and/or the associated control valve. The lower arms also should be upgraded to stronger tubular units for this application. A simple, inexpensive upgrade is to replace the OEM anti-sway bar bushings and links with polyurethane-based parts such as these from Energy Suspension. Extra strong, plated, steel shackles and Delrin side bushings further ensure accurate movement of each spring. If a strut rod bushing fails you can be sure that happens, severely and quickly. The reason is the tabs to be welded to the axle housing must be precisely located to ensure the axle is properly located in all directions. The Mustang had this issue from the beginning so export braces and Monte Carlo bars were offered. This degrades performance and destabilizes the car under hard cornering and braking. The elimination of excess movement/compliance stabilizes the lower arm and greatly improves vehicle handling, braking, and stability. A Watts linkage virtually eliminates lateral movement (versus the inherent arcing path of panhard rods). If youre thinking of buying a complete replacement you probably should just save your money and upgrade to a better system instead. Friction and wear are greatly reduced so they last longer. An adapter is added to the lower arm to accept the bottom mount of the coil-over unit. This kit from Chris Alstons Chassisworks is one example. Designs that allow the rack to be loaded in other ways can be prone to premature wear, sticking, resistance while moving, and even the risk of failure. Perhaps the most common method of stiffening up the body is to use subframe connectors, such as these weld-in units from Global West. Click the button below and we will send you an exclusive deal on this book. These twin-tube, steel-bodied, gas-charged Koni Sport shocks provide excellent damping and are an affordable alternative to high-end aluminum-bodied shocks. An export brace bolts between the firewall and the shock towers to brace them under hard cornering. Look for a system that uses existing factory mounting points for installation and has a vehicle-specific mounting bracket to ensure proper fit and clearance with the road and oil pan. Proper weld penetration is critical. In addition, the frame bushing is also replaced with a Del-A-Lum bushing to eliminate another source of unwanted compliance and instability. Provisions are made for all the optional features TCP offers for these systems. As with the front, the goal is the minimization of unwanted compliance/movement along with general spring and shock firming. Their rubber bushings at the frame rail mount also tend to disintegrate over time, thus allowing the ram to move more than it should. This firming up of the leaf spring mounts requires stronger shackles to ensure the springs stay properly located. Another modification is to supplement the existing subframe connectors with side rails that extend out to the sills to further stiffen the floorpan. The increase in weight is minimal plus its located low and centrally in the car, thus helping to improve handling. Mustangs Plus offers a chassis-strengthening kit that provides weld-on reinforcement panels primarily for the floorpan area. Full welds do a much better job of distributing these loads across the entirety of the shock tower, thus avoiding the concentrated stress that causes cracks. Non-adjustable and doubleadjustable versions plus other springs are available. Del-A-Lum bushings fit where the OEM rubber mounts go. Even on a road course car a stiffer bar may not always be best if it throws the handling balance off, especially with lighter small-blocks. (Photo Courtesy Global West Suspension). However, they have a higher cost and progressive spring rate. For a daily driver that sees mostly street use and a minimal modification budget its only practical to minimally repair the stock system to the extent its necessary. You cannot precisely tune spring rate for the best compromise between road holding and ride comfort. (Photo Courtesy Total Control Products). An interesting and effective rear suspension upgrade for early Mustangs is from TCP. The strut bar bushings are an area where great improvement is possible. They provide at least as much tunability with superior geometry plus theyre still far less costly than a full Mustang II subframe system. These arms also offer several degrees of positive caster adjustment for improved handling characteristics and specialized suspension setups. A harsher ride is one of them plus things like spring wrap-up also come into play. Replacing them with thicker, square lockout plates eliminates this possibility because they are held firmly in place yet still allow for a wide range of adjustment (in six steps versus continuously). Their design is unique in that the spring and shackle bolts ride inside a plated steel sleeve that is inside precisely machined cylindrical Delrin bushings. A vehicle in this category sees a lot of extreme use so it needs even more chassis stiffening than the other types. Tubular, non-OEM arms are also available. (For extreme/track use more radical modifications are needed.). It eliminates the OEM rubber bushing in favor of a spherical bearing. In most cases, however, such systems can still outperform OEM leaf springs. The best designs have fully welded tubes and large, thick attachment brackets that contact the frame stubs on three sides. The upper arms are modified to allow the coilover to pass through plus there is a special mounting scheme for the coilover to the shock tower. The long torque arm mounted directly to the front of the axle housing (and also to the body near the transmission) uses the axle forces generated to help plant the tires under acceleration and greatly reduce dive under braking. This upgraded daily driver rear suspension doesnt look much different than the original suspension unless you look closely. This geometry is inherently superior to the OEM design for a number of reasons yet the same basic control arms and strut rods can be used. Written by Frank Bohanan and Posted with Permission of CarTechBooks. The TCP system has high-quality components, a modular design, and many adjustments, so you can set it up for high-performance street use or for a day at the track. All spherical bearings have grease fittings and are capable of being readjusted and even rebuilt if necessary. This is because highperformance applications place greater loads on the car, which means that achieving greater torsional rigidity in the frame and suspension is imperative. You can inexpensively upgrade to a higher durometer/stiffer rubber to reduce movement yet still have cushioning so the benefits are significant.