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TEAM Z FOX BODY REAR SUSPENSION UPGRADE

Spherical bearings, hard one or two-piece urethane bushings, or other solid bushing material are often utilized. This setup typically includes RLCAs and UCAs having a bushing configuration that is detrimental to good handling. Without them, the arm would flop over because of the spherical bearings at each end. The blue urethane caps keep the control arm upright when the spring is loaded. While this photo shows the Thunderbird version, the only difference is the length of the control arm. Spherical bearings exist at each end, and is rated at 1,000 ft-lb of torque. This photo shows Maximum Motorsport’s Drag Race Adjustable Height RLCAs. That’s why Maximum Motorsports retains rubber bushings in the UCAs.

The less the bushings deflect, the greater the suspension binding. Obviously, the control arms don’t change length, but the effective length, the distance between any one arm’s pivot points, will change as the bushings deflect. Without this ability, the suspension binds up, hurting traction.

Subpar tire grip on corner exit because a 4-link rear suspension design is over constrained unless some of the control arms are able to change length as the body rolls.

While mid-corner tire grip is okay, handling when near the limit is still unpredictable because snap oversteer will still occur as the body rolls.

Retains the stock limit to the maximum possible rear tire and wheel width because there’s no change in the extreme amounts of side to side rear suspension movement the stock suspension exhibits during hard cornering.

There’s some improvement in forward traction because wheel hop is reduced or even eliminated.

Not a large improvement in rear tire forward grip (straight line traction) because there’s no change in the Anti Squat percentage and almost no change in the rear roll stiffness.

When cornering, the Mustang will still have some degree of the unpredictable snap oversteer it exhibits with stock RLCAs.

Improves vehicle stability and handling predictability.

Greatly reduces, if not eliminates, the occurrence of wheel hop during hard acceleration.

“Considering the age of these cars, ‘retain’ usually means replacing with new stock parts,” he explains.

TEAM Z FOX BODY REAR SUSPENSION UPGRADE

A 4-Link Upgraded for Improved Handlingįor Maximum Motorsports customers looking to upgrade their existing 4-link system for handling purposes, Chuck tells us that they recommend upgrading the Rear Lower Control Arms (RLCAs) while retaining the stock Upper Control Arms (UCAs) and stock upper arm rubber bushings. According to Chuck, each setup provides for a very different handling experience. First, we’ll focus on the stock 4-link set up with an emphasis on handling, followed by a stock 4-link set up for drag racing. To simplify this 4-link discussion even further, Chuck led us to separate it into two different categories. So, if you’re looking to invest in a new suspension system for your Mustang, read on! Upgraded Stock 4-Link He also explained how these systems operate throughout entry, mid-corner, and exit, and what types of driving styles each system is best for. We asked Chuck to walk us through the technical advantages and disadvantages of the following rear suspension setups: an upgraded stock 4-link, a 5-link (which is really a 4-link with the addition of a Panhard bar), torque arm, and an independent rear suspension conversion. Luckily, we were able to get the inside scoop on several suspension set-ups straight from the CEO of Maximum Motorsports, Chuck Schwynoch. There are so many options on the market, that deciding what might work best for your individual application can be tricky. Let’s be honest, deciding on a suspension system for your SN95 or Fox-body can be pretty overwhelming – especially if you’re not a suspension expert.