Jim installs the floor plate for the rear driveshaft loop. While these pieces can be snaked into position with the exhaust installed, we recommend dropping the X-shape crossover for adequate clearance and an easier go of it.
The driveshaft loop is a four-piece assembly for the front and rear shafts.
Saul and Jim mock-up the subframe connectors and Saul welds them into place.
Both the GT 500's undercarriage and the GMS connectors require a liberal amount of cleaning with a mild-grit sanding disc in the areas that will be welded.
The stock Panhard rod is replaced with this beefier, adjustable piece and tubular brace. As it does with the lower control arms, GMS uses urethane bushings in this street setup, but Panhard rods with adjustable rod ends are also available for race applications. Note the Panhard rod relocation bracket, which sets the rod back slightly from the stock position. The Panhard rod helps reduce wheelhop and chassis flex, and also allows for properly centering the rearend under the vehicle.
Jim installs the variable-rate (90-160 pounds) progressive rear coil spring. The springs help lower S197s 1.55 inches in the front and 1.40 inches in the rear.
The rear shock-tower brace must be positioned prior to final installation.
Saul welds each mounting plate completely around the shock towers with the OEM shock absorbers still in place.
Once this is completed, the new Tokico D-Spec (Damping Specific) adjustable rear shocks are installed.
Using the GMS camber plates as templates, both Tokico D-Spec front struts must be marked and modified to allow for proper back-and-forth movement (camber adjustment).
Replacing the front strut and spring assembly is straightforward, but a spring compressor is required for installing the spring on the strut. GMS uses a variable-rate (295-405 pounds), progressive spring up front that will drop the front end by about 111/42 inches.
The camber is adjusted to 3.5 degrees negative.
This bar bridges the gap between the A-arms up front, which helps limit flex in any lowered '05-'07 'Stang.
The "1g for 2Gs" package features this stout front antiroll bar (GMS calls it a sway bar) and billet mounts. This bar is a direct replacement for the stock piece, as is the rear antiroll bar. With its larger diameter it does a much better job of reducing body roll to nothing, and it will make taking deep corners in a hot 'Stang a lot more fun.
Although it was late and daylight was long gone, we managed to get this photo of the now-lowered Shelby GT 500 before it was rolled out of the shop. With a drop of 1.55 inches in front, 1.40 inches in the rear, and a tighter, better-handling suspension, this ride is bound to be a straight-up blast when it's taken through the canyons at above-the-limit speed. Remember-a wheel alignment is mandatory when front struts and springs are replaced.