Evolution Motorsport has engineered this Mustang Watt's link kit. Functionally similar to
The Watt's link is named for James Watt, the 18th century Scotsman who made steam engines practical and efficient. The center-pivoting crank was a prominent feature of his beam-pump design.
It's generally agreed upon that some of the poorest handling aspects of the pre-'05 Mustang's four-bar-link rear suspension are attributable to its lack of positive lateral axle control, one of the tasks the factory assigns to the splayed upper control arms. While this four-bar design provides efficient packaging at reasonable cost and acceptable performance under light g-loads, the arms' various rubber bushings allow way too much side-to-side axle movement when things become spirited.
The EvM Watt's link can be had with either mild steel links using polyurethane bushings on
Sideways axle movement well in excess of an inch has been reported. The result? A queasy, rubbery feeling out back as the axle meanders aimlessly about under side loads, and a sudden and unnerving transition from under-steer at corner entry to oversteer as power is applied. This can be a particularly unpleasant handful as power levels elevate or as road conditions deteriorate. In short, it's difficult to carve a precise curve with the stock setup.
To date, the aftermarket's typical approach to auxiliary lateral axle restraint has been the familiar Panhard rod-a bar that parallels the axle, bracketing to it at one end and to the chassis at the other. Recently, Evolution Motorsport has introduced a Mustang version of the Watt's link-a form of lateral restraint that has theoretical advantages. As with a Panhard bar, a Watt's link lowers the Mustang's rear roll center, something that tends to provide more rear grip. But, according to Evolution Motorsport President Kevin Gallagher, "With a Watt's link, as you make a right turn or left turn, your roll center height stays constant. With a Panhard bar, depending on which side you mount to the body, the roll center goes up in, say, a right turn, and down in a left turn." In other words, a Watt's link is completely symmetrical in handling response in either direction, whereas a Panhard is slightly asymmetrical.
If only to make it easier to get our camera and lighting gear in place, we used a hoist, b
While a Watt's link's job is to keep the axle laterally centered at all times, it must do so while permitting normal, unrestricted, vertical axle movement. Actually, there are two forms of Watt's link. One has its center pivot-or crank-mounted to the axlehousing and its outboard link connections at the chassis, while the configuration used by Evolution is just the opposite, having its crank chassis-mounted and the link ends axle-mounted. With its cradle and crank affixed to the chassis, a Watt's link is also symmetrical in jounce and rebound, in that the "roll couple"-the distance between the center of gravity and the roll center-remains constant. Roll couple has a direct effect on the amount of roll each end of the vehicle experiences during a turn.
All of this explains why EvM went to the considerable trouble of engineering a Watt's link package for all us handling freaks out here in Mustang land. Installation seems no more complicated than a typical Panhard bar, a situation made even better by EvM's exhaustive 27-page instruction booklet-one of the best we've ever seen. The net effect is that the normally wobbly rearend simply feels more "planted" in any circumstance, contentedly following the nose around without wanting to wander off on its own random tangents. Having the axle laterally locked in place also noticeably sharpens steering response, makes steering with the throttle a much more precise art form, and-as an unexpected fringe benefit-allows use of wider rear tires without rubbing under heavy cornering.
With the cradle bolted to the chassis at the forward tank strap locations, its outer U-sha
After the holes are marked, remove the cradle/crank assembly. Centerpunch and then drill 1
Each bracket will be bolted from both the outboard and the inboard side of the framerail u
With the holes drilled, the cradle/crank assembly can go back up, sandwiched between the f
EVM offers its Watt's link in either "standard" form ($695), with steel links and polyurethane bushings at the outer ends, or in "competition" form ($725), substituting aluminum links with Teflon-lined spherical rod ends. The system fitted here on EvM's '02 GT demonstrator was the competition version using the Heim joints, which are normally a bit noisy as they lack a sound/vibration-dampening bushing. Yet, during our test flog, we could detect no unusual noise or harshness from the rear of the car. The Watt's link simply went about its business quietly and effectively, eliminating all traces of the factory wandering-axle syndrome.
Who The Heck Is Evolution Motorsport?
Established a couple years ago, Evolution Motorsport consists of a trio of mechanical engineers-two of whom come equipped with master's degrees in the subject-who have worked in vehicle dynamics and chassis development in the OEM auto industry for, collectively, more than 35 years. They also seem to be true enthusiasts whose ultimate goal is to build complete turnkey performance Mustangs. In the meantime, EvM's product lineup currently includes a collection of innovative structural braces, adjustable billet-aluminum rear lower control arms and antiroll bar, and a much anticipated three-link Mustang rear suspension setup set to debut soon, likely by the time you read this.
This shot shows the cradle/crank assembly bolted in place. Note that the links (your choic
The towers to which the outer ends of the links will fasten can now be loosely bolted up t
The passenger-side tower is notably shorter. Once both towers are loosely U-bolted on the
When you get around to reinstalling your antiroll bar, you'll need to fit the kit's bar re
It looks something like this when all buttoned up. The arrows point to the cradle's forwar
The links are attached to the towers after preadjusting them to a length of 14 inches from