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Independent Rear Suspension Install
Getting a grip with a new rear end for an old Mustang
Steve Temple / autoMedia.com
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In Ford's four decades of producing Mustangs, nearly all of them have come equipped with a live-axle rear end. Not that there's anything wrong with a straight axle—it's sturdy, inexpensive, and hooks up better in straight-line acceleration. So why even consider switching to an independent rear suspension (IRS)?
Twist or Straight?
Good question. The answer lies in who's asking, and the intended use of the car. That's because a live axle performs well on smooth pavement, while an independent handles better on bumpy, twisty roads. So if you do most of your driving on rougher pavement where you'll need more flex in the suspension to keep the tires in contact with the road, then an IRS is the way to go. Not only that, if you plan to do any competition events such as on a road course or in the new sport of drifting, IRS will provide superior handling and controllability.
All of which leads us to the install shown here on a 1967 Mustang. Larry Weiner of Performance West had already substantially modified this Fastback in a number of other areas, such as replacing the factory engine with a late-model, 4.6-liter mod motor, supercharged with a Kenne Bell blower. So Weiner, a builder of numerous show cars enhanced with aftermarket components, wasn't reluctant to try something new.
Control Freak
In this case, the suspension upgrade came courtesy of Control Freak, a division of Blue Moon Motorsports, which manufactures tubular control arms and IRS systems for late-model Mustangs and older GM vehicles as well. The system shown here fits 1965 to 1970 Mustang model years.
In addition to a triangulated tubular cradle that reinforces the frame and supports the Ford 8.8-inch center section, the package includes custom racing half-shafts (designed to handle as much as 600 rwhp), competition-grade CV bearings and forged CV housings. The coil-over shocks are QA1, manually adjustable units. All of which means this modernized Mustang will handle quite a bit differently than Ford's original design.
Resource
www.bluemooncars.com
Copyright autoMedia.com 2000-2009
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The first step is to drop out the stock live axle with leaf springs. This setup is simple and sturdy, but doesn't provide much control on uneven pavement.
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These are the components of the IRS. Note the triangular sub-frame that not only carries the differential and control arms, but reinforces the chassis as well.
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The frame rails have to be notched and reinforced to make room for the new control arms.
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Next, bolt in the cradle that holds the differential and control arms.
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The upper arm attaches to the cradle first.
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Next, fasten the lower control arms. Note the beefy bracing and mount for the shock.
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Bolt in the coil-over shocks and adjust the ride height.
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Install the half-shaft and hub carrier.
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Calipers for the disc brakes are an option with the IRS package, or you can choose your own.
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Stainless Steel Brakes supplies a set of slotted and plated rotors for the disc brakes, replacing the antiquated drum brakes used on the factory live axle.
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Re: Chevy 3.8L Engine cutout I would call it in intermediate job. You will need some special tools to do it, but if you have some experience doing repairs, and not jus ... more... |
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