Search Results for: rear lca

Xtreme-Grip™ Vintage Front Suspension System “Builder Kit”

Xtreme-Grip Vintage Front Suspension System “Builder Kit”

 

This system is designed for a custom car builder for many vehicles.

Some of the components are left unwelded so that you can customize the fitment to suit your chassis.

Vehicles: Used on Ford Falcon, Mercury Comet, Ford Fairlane, Vintage Ford Trucks (+others)

Vintage Fords have lightweight flimsy unibody chassis that can compromise handling.  CorteX engineered our suspension system “builder kit” to increase chassis strength and stiffness for superior response.


Complete Redesign with Modern Geometry

Xtreme-Grip Vintage Front Suspension System Builder Kit is suited for today’s performance tires.

The geometry optimizes the roll center height, lateral roll center migration, and minimizes bumpsteer all the while allowing the build to adjust ride height as much as 2.5 inches to achieve the optimal stance both at the track and on the street.

Includes:

  • K-member with Small Block Ford Motor Mounts
  • Lower control arms (LCA)
  • Upper Control Arms (UCA)
  • Shock Mounts/ UCA mount
  • Upper Ball Joint Adapter for SN95 Spindles
  • Quick Ratio Power Steering Rack and Pinion
  • Splined, Zero Friction, Adjustable Anti Roll Bar
  • Coilover Shocks – Koni standard, JRi, Penske, and Öhlins available as options

The Xtreme-Grip Suspension “Builder Kit” Transforms Handling

If you’ve ever driven a vintage mustang and shared the road with modern cars you understand that it can be a white-knuckle ride. Even with standard aftermarket improvements that are readily available the steering is sloppy, vague, and unresponsive to driver inputs. With the investment required to buy and maintain a vintage mustang these days, we feel it make sense to spend a small percentage of the total vehicle value toward excellent handling.

There numerous front suspension systems on the market that are based on the OEM Ford geometry and they just do not measure up to CorteX’s standards.  That is why we went through the trouble of re-engineering everything on both the front and rear suspension to offer customers a complete system that is capable of supercar levels of handling and control.


 

For additional brake options please choose the “Radial-X spindle” option and we will contact you to order the correct brackets for your application.

Xtreme-Grip™ Vintage Radial-X™ Front Suspension System 64-66 Mustang

Xtreme-Grip Vintage Radial-X Front Suspension System

Vehicles: Ford Mustang (1964-1966)

This version, featuring our premium billet Radial-X spindles, is a zero-compromise front suspension upgrade solution for those who want the highest quality and best-engineered components on their vehicles.


Modern Geometry, Pro Touring Upgrade

A complete redesign and utilizes modern geometry that is suited for today’s performance tires.

If you’ve ever driven a vintage mustang and shared the road with modern cars you understand that it can be a white knuckle ride. Even with standard aftermarket improvements that are readily available the steering is sloppy, vague, and unresponsive to driver inputs. With the investment required to buy and maintain a vintage mustang these days, we feel it make sense to spend a small percentage of the total vehicle value toward excellent handling. There numerous front suspension systems on the market that are based on the OEM Ford geometry and they just do not measure up to CorteX’s standards.  That is why we went through the trouble of re-engineering everything on both the front and rear suspension to offer customers a complete system that is capable of supercar levels of handling and control.

The OEM shocks tower can either remain in place for an OEM underhood appearance or be trimmed/removed.


Lower + Optimized with Radial-X™ 

The CorteX exclusive Radial-X spindles allow the chassis to be lower to obscene ride height yet retain excellent suspension geometry, with the ability to fit modern large performance tires.

With that said, these spindles are also capable of street-worthy ride height when needed. Competitor’s systems that utilize the less expensive C5/C6 Corvette Spindles compromise the suspension geometry and are intended for cars with a much lower center of gravity and different engine location relative to the steering rack.

Radial-X Spindle CorteX Racing

Radial-X Spindle Option

 


Stiffer Stronger Chassis

We engineered our suspension to increase chassis strength and stiffness for superior response.  The geometry optimizes the roll center height, lateral roll center migration, and minimizes bumpsteer all the while allowing the build to adjust ride height as much as 2.5 inches to achieve the optimal stance both at the track and on the street.

Stock vintage Mustangs have lightweight flimsy unibody chassis that can compromise handling.

Other systems require the car to be completely cut up for installation which makes the vehicle even flimsier than it was from the factory while adding additional weight in the process.


Easy Install with Minimal Mods

The CorteX Xtreme-Grip Vintage Suspension System is designed for easy installation with minimal permanent modifications to your pony.  In fact, it is even possible to install the complete front suspension and retain the OEM shock towers for a factory underhood appearance.


Includes:

  • K-member with Small Block Ford Motor Mounts
  • Lower control arms (LCA)
  • Upper Control Arms (UCA)
  • Bumpsteer kit
  • Shock Mounts/ UCA mount
  • Upper Ball Joint Adapter for SN95 Spindles
  • Quick Ratio Power Steering Rack and Pinion
  • Splined, Zero Friction, Adjustable Anti Roll Bar
  • Coilover shocks – Koni standard, JRi, Penske, and Öhlins available as options
  • Brake brackets are available for a variety of calipers

What else you will need

  • Brake brackets are available for a variety of calipers but not included
  • Lower steering shaft

Vehicles: 1964, 1965, 1966, 1967, 1968, 1969, 1970

64, 66, 67, 68, 69, 70

Xtreme-Grip™ Vintage Radial-X™ Front Suspension System, 67-70 Mustang and Cougar

Xtreme-Grip Vintage Radial-X Front Suspension System

Vehicles: Ford Mustang (1967- 1970) and Mercury Cougar (1967- 1970)

This version, featuring our premium billet Radial-X spindles, is a zero-compromise front suspension upgrade solution for those who want the highest quality and best-engineered components on their vehicles.


Modern Geometry, Pro Touring Upgrade

A complete redesign and utilizes modern geometry that is suited for today’s performance tires.

If you’ve ever driven a vintage mustang and shared the road with modern cars you understand that it can be a white knuckle ride. Even with standard aftermarket improvements that are readily available the steering is sloppy, vague, and unresponsive to driver inputs. With the investment required to buy and maintain a vintage mustang these days, we feel it make sense to spend a small percentage of the total vehicle value toward excellent handling. There numerous front suspension systems on the market that are based on the OEM Ford geometry and they just do not measure up to CorteX’s standards.  That is why we went through the trouble of re-engineering everything on both the front and rear suspension to offer customers a complete system that is capable of supercar levels of handling and control.

The OEM shocks tower can either remain in place for an OEM underhood appearance or be trimmed/removed.


Lower + Optimized with Radial-X™ 

The CorteX exclusive Radial-X spindles allow the chassis to be lower to obscene ride height yet retain excellent suspension geometry, with the ability to fit modern large performance tires.

With that said, these spindles are also capable of street-worthy ride height when needed. Competitor’s systems that utilize the less expensive C5/C6 Corvette Spindles compromise the suspension geometry and are intended for cars with a much lower center of gravity and different engine location relative to the steering rack.

Radial-X Spindle CorteX Racing

Radial-X Spindle Option

 


Stiffer Stronger Chassis

We engineered our suspension to increase chassis strength and stiffness for superior response.  The geometry optimizes the roll center height, lateral roll center migration, and minimizes bumpsteer all the while allowing the build to adjust ride height as much as 2.5 inches to achieve the optimal stance both at the track and on the street.

Stock vintage Mustangs have lightweight flimsy unibody chassis that can compromise handling.

Other systems require the car to be completely cut up for installation which makes the vehicle even flimsier than it was from the factory while adding additional weight in the process.


Easy Install with Minimal Mods

The CorteX Xtreme-Grip Vintage Suspension System is designed for easy installation with minimal permanent modifications to your pony.  In fact, it is even possible to install the complete front suspension and retain the OEM shock towers for a factory underhood appearance.


Includes:

  • K-member with Small Block Ford Motor Mounts
  • Lower control arms (LCA)
  • Upper Control Arms (UCA)
  • Bumpsteer kit
  • Shock Mounts/ UCA mount
  • Upper Ball Joint Adapter for SN95 Spindles
  • Quick Ratio Power Steering Rack and Pinion
  • Splined, Zero Friction, Adjustable Anti Roll Bar
  • Coilover shocks – Koni standard, JRi, Penske, and Öhlins available as options
  • Brake brackets are available for a variety of calipers

What else you will need

  • Brake brackets are available for a variety of calipers but not included
  • Lower steering shaft

vehicles: 1967, 1968, 1969, 1970

Xtreme-Grip™ Vintage Front Suspension System 67-70 Mustang and Cougar

Xtreme-Grip Vintage Front Suspension System

 

Vehicles: Ford Mustang (1967- 1970) and Mercury Cougar (1967- 1970)

 


Modern Geometry, Pro Touring Upgrade

A complete redesign and utilizes modern geometry that is suited for today’s performance tires.

If you’ve ever driven a vintage mustang and shared the road with modern cars you understand that it can be a white knuckle ride. Even with standard aftermarket improvements that are readily available the steering is sloppy, vague, and unresponsive to driver inputs. With the investment required to buy and maintain a vintage mustang these days, we feel it make sense to spend a small percentage of the total vehicle value toward excellent handling. There numerous front suspension systems on the market that are based on the OEM Ford geometry and they just do not measure up to CorteX’s standards.  That is why we went through the trouble of re-engineering everything on both the front and rear suspension to offer customers a complete system that is capable of supercar levels of handling and control.

The OEM shocks tower can either remain in place for an OEM underhood appearance or be trimmed/removed.

 


Stiffer Stronger Chassis

We engineered our suspension to increase chassis strength and stiffness for superior response.  The geometry optimizes the roll center height, lateral roll center migration, and minimizes bumpsteer all the while allowing the build to adjust ride height as much as 2.5 inches to achieve the optimal stance both at the track and on the street.

Stock vintage Mustangs have lightweight flimsy unibody chassis that can compromise handling.

Other systems require the car to be completely cut up for installation which makes the vehicle even flimsier than it was from the factory while adding additional weight in the process.


Easy Install with Minimal Mods

The CorteX Xtreme-Grip Vintage Suspension System is designed for easy installation with minimal permanent modifications to your pony.  In fact, it is even possible to install the complete front suspension and retain the OEM shock towers for a factory underhood appearance.


Includes:

  • K-member with Small Block Ford Motor Mounts
  • Lower Control Arms (LCA)
  • Upper Control Arms (UCA)
  • Bumpsteer kit
  • Shock Mounts/ UCA mount
  • Upper Ball Joint Adapter for SN95 Spindles
  • Quick Ratio Power Steering Rack and Pinion
  • Splined, Zero Friction, Adjustable Anti Roll Bar
  • Coilover shocks – Koni standard, JRi, Penske, and Öhlins available as options

What else you will need

  • 1996-2004 SN95 Spindles and hubs
  • Brake brackets are available for a variety of calipers but not included
  • Lower steering shaft

 

For additional brake options please choose the Radial X Spindle option, and we will contact you to order the correct brackets for your application.


vehicles: 1967, 1968, 1969, 1970

67, 68, 69, 70

Xtreme-Grip™ Vintage Front Suspension System 64-66 Mustang

Xtreme-Grip Vintage Front Suspension System

Vehicles: Ford Mustang (1964- 1966)

Modern Geometry, Pro Touring Upgrade

A complete redesign and utilizes modern geometry that is suited for today’s performance tires.

If you’ve ever driven a vintage mustang and shared the road with modern cars you understand that it can be a white knuckle ride. Even with standard aftermarket improvements that are readily available the steering is sloppy, vague, and unresponsive to driver inputs. With the investment required to buy and maintain a vintage mustang these days, we feel it make sense to spend a small percentage of the total vehicle value toward excellent handling. There numerous front suspension systems on the market that are based on the OEM Ford geometry and they just do not measure up to CorteX’s standards.  That is why we went through the trouble of re-engineering everything on both the front and rear suspension to offer customers a complete system that is capable of supercar levels of handling and control.

The OEM shocks tower can either remain in place for an OEM underhood appearance or be trimmed/removed.

 


Stiffer Stronger Chassis

We engineered our suspension to increase chassis strength and stiffness for superior response.  The geometry optimizes the roll center height, lateral roll center migration, and minimizes bumpsteer all the while allowing the build to adjust ride height as much as 2.5 inches to achieve the optimal stance both at the track and on the street.

Stock vintage Mustangs have lightweight flimsy unibody chassis that can compromise handling.

Other systems require the car to be completely cut up for installation which makes the vehicle even flimsier than it was from the factory while adding additional weight in the process.


Easy Install with Minimal Mods

The CorteX Xtreme-Grip Vintage Suspension System is designed for easy installation with minimal permanent modifications to your pony.  In fact, it is even possible to install the complete front suspension and retain the OEM shock towers for a factory underhood appearance.


Includes:

  • K-member with Small Block Ford Motor Mounts
  • Lower Control Arms (LCA)
  • Upper Control Arms (UCA)
  • Bumpsteer kit
  • Shock Mounts/ UCA mount
  • Upper Ball Joint Adapter for SN95 Spindles
  • Quick Ratio Power Steering Rack and Pinion
  • Splined, Zero Friction, Adjustable Anti Roll Bar
  • Coilover shocks – Koni standard, JRi, Penske, and Öhlins available as options

What else you will need

  • 1996-2004 SN95 Spindles and hubs
  • Brake brackets are available for a variety of calipers but not included
  • Lower steering shaft

 

For additional brake options please choose the Radial X Spindle option, and we will contact you to order the correct brackets for your application.


Vehicles: 1967, 1968, 1969, 1970

67, 68, 69, 70

Xtreme-Grip™ S197 Suspension System, Street – Complete, 2005-2014 S197 Mustang

STREET KIT – XTREME-GRIP COMPLETE SUSPENSION – FRONT & REAR

Vehicles: Ford Mustang S197 (2005, 2006, 2007, 2008, 2009, 2010, 2011, 2012, 2013, 2014)

 

The Xtreme-Grip complete suspension system address all the major shortcomings of the S197 platform. CorteX updates the dampers and springs, adds a watts link to the rear, updates the rear suspension geometry to correct the geometry for lowered right height and adds front alignment capability.  Overall what you get is a chassis with a lot more mechanical grip that is better balanced for aggressive driving both on and off the track.

 

Xtreme-Grip S197 Street Suspension System Includes:

 

  • Koni Struts and Rear Coil over Shock with Springs – Kit comprised of single adjustable, “custom valved” Koni struts and Koni rear coilover dampers with matching springs suitable for street use. (other coil-over dampers optional)
  • Spring rates specified by CorteX Racing, but customizable to suit driving style and specific application. Optional offset strut housings allowing fitment of 18 x 10.5, 19 x 10.5, or 20 x 10.5 wheels and 315mm wide tires. (Double adjustable struts optional)
  • Caster/Camber plates allowing setting camber to at least -2.5 degree camber for track alignments
  • Bump stops – Struts include integrated bump stops
  • Rear lower control arm bracket set that optimizes suspension geometry at lowered rides height (2”+ lower than OEM).
  • Rear tubular lower control arms  come with heim joints at both ends and angle-correction spacers (Set).
  • Rear shock mounts rear upper and lower shock mount allowing fitment of 18 x 10.5 rear wheels and 315mm wide tires as standard.
  • Watts Link package – adjustable, lightweight, yet extremely durable.  The street version comes with poly bushing on the chassis side joints.
  • CorteX’s revolutionary differential cover incorporates the watts pivot mount as well as provision for a differential cooler and temperature sensor.
  • Fast adjustment of the rear roll center has made balancing the car easier than ever.
  • Includes offset struts for additional tire clearance

 

The system is professionally engineered and tested in SCCA competition, this system will take you to the next level of performance.

We do not recommend using other manufacturer’s K-members or Front Lower Control Arms with the Xtreme-Grip S197 Mustang Suspension Systems.  Although they may save weight, the light-duty K-member and LCAs have more deflection and are of a weaker design than the OEM Ford units.  Most of the weight can be saved by changing to aftermarket motor mounts and upgrading to the Boss 302S front lower control arms.

 

 

Instructions

If you are unable to locate your CorteX Racing product manual, please contact us.

S197 Mustang

Watts Link, Track CWL-40-2000

Watts Link, Street CWL-40-2000S

Torque Arm CTA-40-1000

Rear Lower Control Arms CLCA-40-2000_CLCA-40-2000S

Coil Overs CCK-40-1000

Koni 30 Series Adjustment Guide SHK-XX-1000

JRi Front Struts Single Adjustable CFS-XX-1000-JRI-SA

JRi Rear Shocks Single Adjustable  SHK-XX-1000-JRI-SA

JRi Front Struts Double Adjustable  CFS-XX-1000-JRI-DA

JRi Rear Shocks Double Adjustable  SHK-XX-1000-JRI-DA

Rear Diff Breather RAB-40-1000

CorteX K-member and Adjustable Front Lower Control Arms for Strut Application. FSS-40-2000


S550 Mustang

Front and Rear Coil Overs CCK-50-1000 (JRi and Koni)

Spherical Bearings SBK-50-1000 Front and Rear

Toe Link Kit RTL-50-1000 Rear S550 Mustang GT, GT350, GT500

JRi Front Struts Single Adjustable CFS-XX-1000-JRI-SA

JRi Rear Shocks Single Adjustable  SHK-XX-1000-JRI-SA

JRi Front Struts Double Adjustable  CFS-XX-1000-JRI-DA

JRi Rear Shocks Double Adjustable  SHK-XX-1000-JRI-DA


EPAS STEERING SIMULATOR

S197, S550, F150, Raptor

EPAS-40-1000

EPAS Supplemental Instructions


Cambered Floating CV Ball Drive Rear Axle

Assembly instruction for Cambered Full-Floating CV Ball Drive Rear Axle  FFR-4001-302S


Radial-X Spindles

Radial-X Spindle Torque Specifications RDS-1000

Howe Precision Ball Joints


Vintage Mustang

1964-1970 Mustang Front Suspension Installation Instructions

FSS-00-1000, FSS-10-1000, FSS-00-1000X, FSS-10-1000X


Questions? We are here to help.

Xtreme-Grip S197 Suspension System, Track – Complete , 2005-2014 S197 Mustang

XTREME-GRIP COMPLETE SUSPENSION – FRONT & REAR, TRACK 2005-2014 S197 MUSTANG

 

The Xtreme-Grip complete suspension system address all the major shortcomings of the S197 platform. CorteX updates the dampers and springs, adds a watts link to the rear, updates the rear suspension geometry to correct the geometry for lowered right height and adds front alignment capability.  Overall what you get is a chassis with a lot more mechanical grip that is better balanced for aggressive driving both on and off the track.

 

Xtreme-Grip S197 Suspension System Includes:

 

  • Koni Struts and Rear Coil over Shock with Springs – Kit comprised of single adjustable, “custom valved” Koni struts and Koni rear coilover dampers with matching springs. (other coil-over dampers optional)
  • Spring rates specified by CorteX Racing, but customizable to suit driving style and specific application. Optional offset strut housings allowing fitment of 18 x 10.5, 19 x 10.5, or 20 x 10.5 wheels and 315mm wide tires. (Double adjustable struts optional)
  • Caster/Camber plates allowing setting camber to at least -2.5 degree camber for track alignments
  • Bump stops – Struts include integrated bump stops
  • Rear lower control arm bracket set that optimizes suspension geometry at lowered rides height (2”+ lower than OEM).
  • Rear tubular lower control arms  come with heim joints at both ends and angle-correction spacers (Set).
  • Rear shock mounts rear upper and lower shock mount allowing fitment of 18 x 10.5 rear wheels and 315mm wide tires as standard.
  • Watts Link package – adjustable, lightweight, yet extremely durable.  The track version comes with heim joints throughout.
  • CorteX’s revolutionary differential cover incorporates the watts pivot mount as well as provision for a differential cooler and temperature sensor.
  • Fast adjustment of the rear roll center has made balancing the car easier than ever.

 

The system is professionally engineered and tested in SCCA competition, this system will take you to the next level of performance.

We do not recommend using other manufacturer’s K-members or Front Lower Control Arms with the Xtreme-Grip S197 Mustang Suspension Systems.  Although they may save weight, the light-duty K-member and LCAs have more deflection and are of a weaker design than the OEM Ford units.  Most of the weight can be saved by changing to aftermarket motor mounts and upgrading to the Boss 302S front lower control arms.

 

 

Vehicle Balance

Ready for more front-to-rear grip?

Our philosophy, it is ideal to focus on increasing the grip on the deficient end of the vehicle, rather than reducing grip on the end that has too much. Result: a car with great grip overall.

Where to Begin

When applying the changes listed below, always begin with the first few adjustments on the list, since we listed them in the general order for having the greatest effect.

We assume that the tire pressures are known, and good values for the tires are being used on this particular vehicle.


Symptom: Front Understeer (car pushes)

Front Changes: Begin here first

  1. Soften front Anti-Roll Bar (switch to holes further away from chassis pivot)
  2. Install lighter front springs
  3. Change tire pressure based on temperature readings
  4. Decrease shock can pressure (Nitrogen reservoirs if you have them)
  5. Adjust compression/rebound settings of front or rear shocks (this only works when suspension is moving such as entering or exiting corner. Steady state cornering (i.e. long sweeper corners require geometry or spring rate adjustments)
  6. Lower front of car (useful for fine tuning after spring and ARBs are about right). This lowers the C.G. and also the roll center.
  7. Increase camber (until braking performance starts to drop)
  8. Increase caster (until steering system begins protesting)
  9. Increase toe-out (too much will cause straight line instability and reduced straight-away speeds, also increased tire wear)
  10. If all of these have been exhausted the driver is likely overdriving the vehicle and needs to slow the car down more and late apex the important corners that lead onto long straightaway. Work with what you have!

Rear Changes:

  1. Raise rear watts pivot
  2. Use stiffer rear springs
  3. Increase shock can pressure (Nitrogen reservoirs if you have them)
  4. Stiffen rear Anti-Roll Bar
  5. Raise the rear ride height (useful for fine tuning after spring and ARBs are about right)
  6. Change tire pressure
  7. Adjust compression/rebound settings of front or rear shocks (this only works when suspension is moving such as entering or exiting corner. Steady state cornering (i.e. long sweeper corners require geometry or spring rate adjustments)

Pro Tip: If car pushes only at high speeds, take wing angle out.


Symptom: Rear Oversteer (car is loose)

Rear Changes: Begin here first

  1. Lower rear watts pivot
  2. Soften rear ARB (smaller diameter or remove completely)
  3. Softer rear springs
  4. Decrease shock can pressure (Nitrogen reservoirs if you have them)
  5. Lower rear ride height (useful for fine tuning after spring and ARBs are about right)
  6. Change tire pressure (Also useful for fine tuning)
  7. Adjust compression/rebound settings of front or rear shocks (this only works when suspension is moving such as entering or exiting corner. Steady state cornering (i.e. long sweeper corners require geometry or spring rate adjustments)
  8. If oversteer is at high speeds only, increase wing angle.

Front Changes

  1. Stiffer front ARB (switch to holes closer to chassis pivot)
  2. Install stiffer front springs
  3. Change tire pressure based on temperature readings
  4. Increase shock can pressure (Nitrogen reservoirs if you have them)
  5. Adjust compression/rebound settings of front or rear shocks (this only works when suspension is moving such as entering or exiting corner. Steady state cornering (i.e. long sweeper corners require geometry or spring rate adjustments)
  6. Raise front of car (raises C.G. and roll center)
  7. Decrease camber (to a point)
  8. Decrease Caster
  9. If all of these have been exhausted the driver can try going deeper into corners to gain an advantage over the other vehicle since getting back on the throttle will take longer. Consider placing vehicle in a location that makes overtaking on corner exit difficult.

Symptom: Excessive Brake Dive but Cornering Perfect

Changes Front & Rear

  1. Increase anti-dive (done by either lower the forward front lower control (LCA) chassis pivot point or raising the rearward (LCA) pivot point.
  2. Increase rebound force of rear shocks
  3. Increase front spring rate (do this last since it will change the cornering balance of the car and spring changes at all 4 corners may be required)

Symptom: Vehicle harsh under braking

eg. feels like the front springs are too stiff. Braking decreases drastically on rough or bumpy surfaces.

Changes Front & Rear

  1. Decrease anti-dive (done by either raising the forward front lower control (LCA) chassis pivot point or lowering the rearward (LCA) pivot point.
  2. Decrease rebound force of rear shocks
  3. Decrease front spring rate (do this last since it will change the cornering balance of the car and spring changes at all 4 corners may be required)

Symptom: Poor power out of corner

If you cannot put down power on the corner exit, there are many potential causes. This issue can be difficult because the vehicle may have too much, or too little, anti-squat or spring rate.

If the car doesn’t have enough anti-squat or is too soft it will take weight too long to transfer to the rear tires. Conversely, if the car has too much anti-squat or too stiff of springs the suspension will not be able to do its job and the car will break traction over minor irregularities on the track surface. Therefore, some experience is required to correctly diagnose this situation.

Changes Front & Rear

  1. Increase anti-squat (done lower the rear lower control arm pivot point on the axle bracket but can also be done by raising the rear ride height. At ride height the rear lower arm should be slightly uphill (3-5 degree) toward the front of the vehicle.
  2. Soften or stiffen the compression setting on the rear shocks
  3. Increase or decrease rebound settings on front shocks
  4. Apply the throttle more smoothly (driver issue)

Race Tips

A stiffer vehicle will generate higher tire temperatures. If tire temp readings show overheating then a softer spring package or lower roll center may be needed. This will also show up as the race progresses.

Race vs. Pace

We prefer to have a car that is significantly faster then the field early, this way when you to go hard at the beginning you will open up a large lead. Not on can this demoralize the competition, but the field will battle it out amongst themselves while you can assume a conservative pace maintaining your lead. This is obviously not a good strategy if competition is really close since the stiffer car will be forced to slow down later in the race because of used up tires.

Torque Arm

The CorteX Xtreme-Grip Torque Arm is a rear suspension component that delivers unsurpassed corner exit and straight-line rear grip without sacrificing cornering ability. [shop Torque Arms]

torquearm600x200

Available for the following vehicles:

  • 2011, 2012, 2013, 2014 Mustangs and GT500 (All)
  • 2005, 2006, 2007, 2008, 2009, 2010 GT Mustangs and GT500 (8.8 rear axle only)
  • 1979 thru 2004 Mustangs with 8.8 solid axles (no IRS)
  • 1964, 1965, 1966, 1967, 1968, 1969, 1970 Mustang w/ 9” Rear axle or with 8.8 solid axle

Decrease Front-End Dive Under Braking

Since the rear axle rotational loads are now applied much closer the center of gravity, nose dive is drastically improved.

How? The CorteX Torque arm changes the anti-squat and anti-lift geometry of the rear suspension. When a mustang is lowered from the factory ride height the rear suspension geometry is compromised reducing rear grip under acceleration. Relocating the lower control arms pivots on the axle is a step in the right direction, however more improvement is possible. Our torque arm system allows significantly more anti-squat to be added to your mustang than with a 3 or 4 link design while still having correct rear axle roll steer. With our torque arm the rear tires are loaded more evenly than a 3-link design further maximizing traction. The more power your vehicle has the more benefit you will gain by installing our torque arm system.

The torque arm eliminates the upper 3rd link the mustang come with from the factory. It is a very effect suspension component for putting power to the ground. The reason it is better is that it can be set up with high percentage of anti-squat without being detrimental to the roll steer of the rear suspension. High anti-squat is effective because weight is transferred almost instantaneously to the rear tires. With low levers of anti-squat weight must first transfer through rear springs and all of it is not full transferred until the rear finishes squatting. On high powered cars with a lot of front weight bias (e.g. Mustang) the tires loose traction while waiting to become fully loaded. The torque arm also works well during braking. Instead of transferring a bunch of weight to the front of the car as soon as the brakes are applied the torque arm creates a force close the the center of gravity of the vehicle causing the entire chassis to squat instead of just the front suspension. That make hard braking much more confidence inspiring. What is important to understand is the the OEM Ford 3-link suspension can be adjusted to have a lot of anti-squat, however if you did that the car would not corner very well at all since the roll steer would be very bad.


Installation Notes:

Bolt-On Ease

  • Installation on the 2005 – 2014 S197 Mustang platforms is a bolt-in affair. Our unique mounting design also provides ample drive shaft clearance for most 1-piece driveshafts. The torque arm system allows you to eliminate the factory upper 3rd link on your existing suspension, which can be a significant source of noise and vibration when aftermarket upper links are installed. Get the best of both worlds, and install this effective, quiet, and easy to install product. You will not be disappointed!These Mustangs also require adjustable length lower control arms,
    Consider also purchasing our adjustable lower control arm system :
    CLCA-40-1000 (Track) or CLCA-40-1000S (Street).
  • 1964 – 1970 Vintage Mustangs and 1979 – 2004 models require installation of sub frame connectors and welding in a torque arm front mount cross-member.
  • If you are not buying the Xtreme-Grip watts link system along with the torque arm for 2005 – 2014 S197 Mustangs you will also need to purchase a Super Low Profile TA Performance rear end differential cover in order to install the torque arm.

Installing the torque arm system means that the OEM upper 3rd link on a 2005-2014 S197 Mustang will be removed. On 1979-2004 Mustangs two upper links will be removed and a watts link or panhard bar will need to be fitted for axle lateral location. For vintage mustangs (1964-1970) the torque arm can be used with leaf springs if required, however it is preferred to lower trailing arms and a watts link for best results so the rear suspension can reach its full potential.

There are a number of rear suspensions systems available for vintage mustangs however none of them has the combined benefit of ideal geometry leading to the best performing while still packaging into the vehicle without affecting rear seating area. While other suspension systems struggle if ride height is changed outside of a narrow widow, our system maintains excellent geometry over a broad range of ride heights.

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