Fox Mustang Suspension Upgrades

With the chassis supported by a hoist, the front suspension can be swungdown using a floor jack once the upper strut nut is undone. Then a longpry bar can be used to pop the spring from its perch in the control arm.

Installing the new springs begins by fitting the isolators. The rubberdamper inside the spring is merely transferred from the stock spring.Here the Maximum isolator is being pushed into place.

Getting the new springs in is typically done by prying them back intothe control arm. This can be difficult, and in extreme cases (such asours) it may be necessary to drop the control arms from the K-member,fit the spring, and raise the control arm (carefully!) using a pair ofscrew stands.

Fitting the rear shocks is simple stuff. As are the front struts, theshock is assembled with its bumpstop and dust boot, then it is fitted tothe car. The kicker shocks are rarely a problem and are typically leftalone. Rear control arms are more likely to need replacement.

Changing the steering rack is easy enough. The steering shaft needsdisconnection, as do the hydraulic lines. Have a gallon ofpower-steering fluid on hand to flush the system, not to mention a bigdrip pan and some rags. We used $16.95 urethane, non-offset, rackbushings from Maximum Motorsports. The company also offers $39.95non-offset aluminum bushings for absolutely no play--they're useful whenpaired with an all-metal steering shaft.

Sway-bar installation is a no-brainer in the rear and a near-no-brainerin front. Budget builds will do fine with the stock bars and freshbushings and end-links, while higher rate bars--as in the Pro System Pluskit--definitely aid handling. Be sure to adjust the sway bar end-linksonly when the car is sitting on its tires at its normal ride height(most easily done on the alignment rack). Tightening the end-links withthe chassis supported on a hoist with the suspension hanging willintroduce a large, undesirable, preload into the suspension via the swaybar.

Obviously, a thorough alignment is necessary after this much suspensionwork. Set the toe to stock specs, and do what you must (fitcaster/camber plates) to get the camber to stock specs as well--otherwiserapid tire wear will result from the lowering job.