Ford Focus Suspension Kit - Focus On Suspension

The supplied stabilizer-bar bushings are made of urethane for more responsiveness than the factory rubber versions. To maintain silence, it's imperative to lube the bore of these two new bushings with the supplied waterproof grease. The bushings have a slit through one side so they can be snapped over the new bar.

The stock antiroll bar mounting points are reused for the 2mm-larger Progressive bar. The new bar is first secured to the crossmember, then the end-link assemblies (using five supplied urethane grommets and four cup washers) mount to the lower control arms. It's important not to overtighten the end-links' Nylock nuts. That finishes the job at the rear.

Looking from the front, the cast-iron spindle forms a collar around the base of the strut, tightened by the bolt you can see here smothered in penetrating oil. This bolt is best removed with an impact wrench, especially if it's gone through a winter. This shot also shows the long sway-bar end-link, undone in the previous step, as well as the brake line and grommet.

Delicacy is abandoned as a plastic mallet is used to coerce the strut bottom out of the spindle. The more lubricant here, the better. With this work complete, we turn our attention underhood.

To complete strut removal, the three perimeter nuts-not the large central nut-atop the strut tower are removed, allowing the complete strut assembly to be lowered from the chassis.

We've all seen the results of out-of-control coil springs on the Road Runner cartoons. A spring compressor must be securely in place before undoing the top nut on the strut and removing the factory coils. Use it again once you've seated the new coils on the struts.

With the Progress coil in place, reassembly is made easier by a small amount of antiseize compound on the spindle before reinserting the strut bottom. Don't forget to reattach the sway-bar end-link, and seat the brake and ABS sensor line grommets in their respective brackets.

The Progress Group lowering springs have the visual effect of lengthening the wagon, eliminating its up-on-stilts factory look. Progress claims a drop of 1.8 inches, but we measured ours at about 1.25 inches all around, immediately after the installation. They may settle a bit yet.

Our final stop is at Classic Design Concepts, where technician Craig Colden mounts and balances our 17-inch rolling stock. After any lowering, a trip to the alignment shop is strongly suggested, especially with an independent rear suspension where negative camber can be sufficiently increased to cause uneven tire wear.