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2007 Ford Mustang Shelby GT500 Convertible Maximum Motorsport's Suspension System UpgradeMaximum Motorsports Fine-Tunes Our Castrol Syntec Top Car Challenge Shelby's Suspension For The Road Course From the October, 2010 issue of 5.0 Mustang & Super Fords By KJ Jones Photography by KJ Jones
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Luka Dugandzic (on the floor)... Luka Dugandzic (on the floor) and Brian Anton of Maximum Motorsports tear into the trunk and underchassis of our Castrol Syntec Top Car Challenge Mustang-the 2007 Shelby GT500 of Carlos Cortez-preparing it for a suspension overhaul that will help keep the Pony firmly planted when it's tested on the road course at the Challenge. Although Ron Cooper didn't win the '09 Castrol Syntec Top Car Challenge, we're sure he'll be quick to tell you that participating in the inaugural event was a great experience. Last year, Ron and his supercharged '94 Cobra were 5.0 Mustang & Super Fords' entry in the annual, mid-summer performance shootout. For us, the first event was more than just a great time-it was a real eye opener. We learned that despite our unconditional loyalty to the Blue Oval, our competition-a collection of vehicles (and owners) representing Source Interlink Media's European and Asian-import-themed magazines-shouldn't be taken lightly. Yes, the pocket rockets and high-dollar luxo missiles showed us a thing or two in 2009, but we're confident things are going to be different at the 2010 event. Chassis-dyno results and road-course lap times weigh heavily in the scoring for this high-stakes, high-performance contest. We've learned that to be a player, a 'Stang must bring big steam to the table; its handling characteristics also must be well above average. With these criteria in mind, we knew that selecting an S197-more specifically, a Shelby GT500-would serve us well in the competition. Shelbys easily make well over 500 rwhp with minor mods. Plus, they're outfitted from the factory with more-than-generous brakes to perform well under the thrashing an entry endures during the braking test and all-important hot laps around the big course at Buttonwillow Raceway. As a result, Carlos Cortez and his '07 Shelby GT500 are our '10 Top Car Challenge representatives. As we detailed in our Sept. '10 issue ("Dangerous Drop Top," p. 76), the GT500 rocks the dyno with well over 600 horses on a pump-gas tune. Confident that we have sufficient power, we're now focusing attention on the Shelby's chassis and suspension by making a few changes in those important areas. Key amongst these mods is swapping its current lowering gear for Eibach's Multi-Pro R2 coilover system and antirollbars, and installing a variety of S197 chassis and suspension pieces (including several new products) from Maximum Motorsports. When asked what type of spring-and-damper... When asked what type of spring-and-damper system will help our Shelby perform well in the Top Car Challenge's driving tests, Maximum Motorsports' CEO, Chuck Schwynoch, was quick to recommend the Multi-Pro R2 coilover system from Eibach Springs (PN 35115.713). This system of lightweight (almost 13-pounds lighter than OEM gear) hardware includes everything shown here, and can be installed by do-it-yourself enthusiasts, in the comfort of a driveway or garage. To further ensure that Carlos's GT500 will ride on rails, we asked Maximum's owner and suspension guru, Chuck Schwynoch (an accomplished road racer himself), and Engineering Manager Luka Dugandzic to help us with the 'Stang's all-important "setup." The following photos detail highlights from our day at Maximum Motorsports' headquarters, where Luka, Engineer/Tech Support Specialist Jack Hidley, and Maximum Motorsports' "new guy" Brian Anton performed the suspension makeover. As a bonus, Production Manager Ben Poole fabricated a slick, new rollbar for S197 convertibles during our visit, which should be added to Maximum's catalog by the time you read this. Weight and Alignment
Ultimately, our goal is to present a Mustang with tight, precise handling that will be suitable for street-driving, and, of course, the open-track evaluation in the Castrol Syntec Top Car Challenge. While this medium definitely is achievable with Maximum Motorsports' suspension parts and the Eibach Multi-Pro R2 system and sway bars we installed, spring rates and alignment settings for our 2007 Shelby GT500 are biased more toward open tracking than for daily driving. For a more street-oriented setup, a simple swap to softer springs and matching damper adjustments will improve ride quality, and a less-aggressive alignment will improve tire life.  Front camber was set at 2-degrees...  Front camber was set at 2-degrees negative on both front tires.  Caster essentially remains...  Caster essentially remains at the factory setting. However, Maximum's technicians adjusted the setting just enough to even it up from side-to-side.  The front toe setting was...  The front toe setting was adjusted to a total of 4mm toe-out. The new setting will improve turn-in response and help reduce understeer on our nose-heavy 'Stang.  Bumpsteer is a situation in...  Bumpsteer is a situation in which the front tires basically steer themselves, without any input from the driver. This 'self steering' occurs if the toe setting changes excessively as the tires move up and down over bumps, and when the body rolls during cornering. If the steering geometry is optimized, bumpsteer's effects are minimal. Excessive bumpsteer results in a 'Stang making unplanned and sometimes-dramatic changes in direction. With the Maximum Motorsports bumpsteer kit, excessive toe changes are eliminated, and the amount of bumpsteer that results from suspension travel can be adjusted to cause more desirable handling characteristics. For our Shelby, bumpsteer was adjusted to eliminate the small amount of roll understeer that Ford designs into the front-suspension geometry of all S197s.  Adjusting corner weights by...  Adjusting corner weights by "weight-jacking" is done to equalize the car's turning tendencies. The goal is to make the cross weights equal. The cross weights are the sum of the diagonally opposite corner weights. The sum of the left-front corner weight and the right-rear corner weight is one cross weight. The other cross weight is the sum of the right-front corner weight and the left-rear corner weight.....  ....Weight-jacking refers...  ....Weight-jacking refers to adjusting the lower spring perches up or down to alter how much weight is on that particular diagonal of the car. Weight-jacking can only be done diagonally, to change the cross weights. Weight-jacking does not shift weight from one side of the car to the other, or from the front end to the back end. The front-and-rear weights will always remain the same, and the left side and right side weights will always remain the same. The only way to change the front-to-rear, or side-to-side weight percentages is to move something around in the car. Maximum Motorsports Production... Maximum Motorsports Production Manager Ben Poole test-fits the company's all-new rollbar for convertible S197s in the rear seat area of our 2007 Top Car Challenge Shelby. The rear bars are unique to this application, as they're designed to clear linkage and mechanisms for the top (on each side).
Great minds do indeed think alike. After considering the massive horsepower Carlos Cortez's '07 Shelby GT500 throws on the ground-and its convertible-top-the decision to install a rollbar in the 'Stang was unanimous (even Carlos's wife, Cheryl, thought it was a good idea). Taking into account Carlos' and your tech editor's concerns about maintaining the "street" persona for the Pony's interior, Maximum Motorsports Production Manager Ben Poole fabricated the company's first bolt-in, four-point rollbar for rag-top S197s, which you see here. After a long drive from our... After a long drive from our Southern California home base, walking up and seeing in-progress rollbar development was a cool surprise when we arrived at Maximum Motorsports. "This rollbar is a brand-new part for us, so there's no part number yet," says Maximum's CEO, Chuck Schwynoch. "It's a prototype for the S197 convertible, but the main hoop and its mounting brackets are the same as the tubes that are currently available in our six-point hardtop bar, which 5.0&sSF also covered first ("Maximum Security," Feb. '09)." As we stated earlier, production rollbars for S197 'verts should be available by the time you read this.  The convertible version of...  The convertible version of Maximum's S197 rollbar requires a slight amount of trimming on the factory rear-speaker housing, to create sufficient clearance for the main-hoop tubes.  We detailed Maximum's stout...  We detailed Maximum's stout 1/8-inch-thick, bolt-in floor-support brace (with B-pillar gussets) in our Feb. '09 report on the company's six-point rollbar for hard-top '05-'10 'Stangs. This brace replaces the flimsy (0.065-inch) factory piece and supports the bar's main hoop.  The new rollbar is a 100-percent...  The new rollbar is a 100-percent bolt-in part that is made using 1 3/4-inch DOM tubing. After mock-fitting each component, Ben TIG welds the structure into a single unit (mounting plates are attached), which is then removed and powdercoated.  Here is the completed Maximum...  Here is the completed Maximum Motorsports S197 convertible rollbar. Once final welding was completed, Ben sent the assembly out for a fresh flat-black powdercoat finish, and it was ready for installation.  Until now, creating 1 3/4-inch...  Until now, creating 1 3/4-inch pass-through holes for a rag-top's main-hoop and rear-bar tubing has been uncharted territory. A template was made from this first effort, and it will be included with each kit.  Here's the finished bar, covered...  Here's the finished bar, covered with padding and ready to keep Carlos safe.  While coupe 'Stangs have always...  While coupe 'Stangs have always been lighter than convertibles, we were surprised to learn exactly how heavy today's rag-top Ponies really are.....  ....Granted, Carlos's ride...  ....Granted, Carlos's ride is a Shelby GT500, with a 5.4-liter engine topped with Lysholm's massive twin-screw supercharger, but, any way you look at it, 4,000 pounds is pretty heavy.  Maximum Motorsports' caster/camber...  Maximum Motorsports' caster/camber plates are well known throughout the Mustang Nation. These plates (PN Mm5CC-5) are brand-new, and are designed specifically for use with Eibach's R2 struts (they have a different upper spring perch to fit the 21/2-inch coilover springs). Camber plates allow adjusting the camber to within factory specifications, regardless of how much a Mustang is lowered. For our upcoming track attack, camber will be adjusted to more-aggressive negative settings.  Installing Maximum's bumpsteer...  Installing Maximum's bumpsteer kit (PN Mm5TR-1) will allow us to adjust the GT500's steering geometry, which minimizes the effects of bumpsteer and quickens turn-in response.  These front and rear antirollbars...  These front and rear antirollbars from Eibach (PN 35115.320) reduce body roll, and increase handling and cornering grip. The thick bars measure 35mm (front) and 22 (rear), and are made with high-strength aircraft-quality steel.  A common confusion about tubular...  A common confusion about tubular lower control arms is that they're designed primarily for drag-race applications. We're using Maximum's Extreme-Duty LCAs (PN Mm5RLCA-53) on our Top Car Challenge Shelby. The arms are suitable for street use and open-tracking (as well as the dragstrip), and will help reduce axle wind-up and its resulting wheelhop.  Our Shelby GT500's stock Panhard...  Our Shelby GT500's stock Panhard bar is being replaced with this piece (PN Mm5PBAR-3) from Maximum Motorsports. Maximum's bar is lighter than the factory piece and features spherical rod ends. The Panhard bar improves stability by keeping the axle properly located under the chassis during hard cornering and when driving in a straight line.  Lowering a 'Stang is an unofficial...  Lowering a 'Stang is an unofficial requirement for enthusiast ownership. Carlos followed those rules by installing front and rear lowering equipment, shortly after purchasing his GT500. The setup gave the Shelby a great profile, but is a bit too soft for thrashing the Shelby's on the road course.  The Multi-Pro R2's 2 1/2-inch...  The Multi-Pro R2's 2 1/2-inch (diameter) spring package consists of a 7-inch (long) primary spring and a 1 3/4-inch helper spring. Ride height is established by threading the collars up or down. Struts and shocks include remote gas/fluid reservoirs that are used to adjust compression valving (rebound is tuned via adjustment screws on top of the dampers), with a simple turn of the knob on the canister.  Strut installation is uneventful...  Strut installation is uneventful and no different from any other S197 strut swap we've performed. The job is accomplished a little easier with two people working on it.  We're replacing the OEM strut...  We're replacing the OEM strut fasteners with a new set of bolts (PN MMF-3). The strut to spindle hardware kit features Ford's new bolts (in production midway through the '09 model year) that have a finer thread pitch than the original fastener that you see here. The new bolts facilitate greater tightening torque (for more clamp load between the strut ears and the spindle). Insufficient clamp load can lead to spindle failure, which we don't want to happen during our track sessions.  Brian bolts Eibach's front...  Brian bolts Eibach's front antiroll bar in place. Like the strut installation, this process also is straightforward, and uses brackets and fasteners that are included with the kit.  Luka initially aligns the...  Luka initially aligns the new bumpsteer rods with the factory tie rod ends. Bumpsteer will be further calibrated once all of the components are installed.  This comparison details the...  This comparison details the difference between the stamped-steel, rubber-bushed (and cheap)....  ....OEM rear lower control...  ....OEM rear lower control arm, and Maximum Motorsports' sturdy double-adjustable tubular arms.  While lower control arms typically...  While lower control arms typically pop in place without much drama, a small amount of prybar persuasion may be necessary.  The Multi-Pro R2 system features...  The Multi-Pro R2 system features monotube inverted shocks (the piston is at the top of the shock). So, yes, this rear shock is supposed to be "upside down."....  ....Notice the blingy new...  ....Notice the blingy new Panhard bar in the photo? Maximum's new rod was added to our upgrade, to help us achieve spot-on alignment by allowing Luka to perfectly center our Shelby's rearend.  The remote shock reservoirs...  The remote shock reservoirs are mounted wherever you can find a convenient location. The containers include super-long, stainless-steel hoses that are covered with protective vinyl, so placing them just about anywhere in the engine compartment or chassis is possible, using the supplied billet brackets.  The Multi-Pro R2 suspension...  The Multi-Pro R2 suspension package can lower a 'Stang as much as 2 1/2 inches. We didn't go that low with Carlos's Shelby. Because of the Pony's weight, the experts at Maximum Motorsports chose to level the car off at a point where it won't bottom out when it's on the track.
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