Modified Mustangs & FordsHow To Chassis Suspension
TCP g-Link Four-Bar Rear Suspension Install - Bringing Up The Rear
Total Control Products' G-Link Four-Bar Goes Hand In Hand With Its Coilover Front Suspension
Our regular readers are tuned into the fact that we've been following the suspension and handling upgrades being installed on this '65 Mustang coupe. For those of you picking us up on the newsstand, or perhaps this is the first issue of your subscription, you might want to pick up the Jan. and Feb. '11 issues through our back issue department so you don't miss out on the complete build-up series we've been following at Total Control Products (TCP).
That's right, in the January issue we began the process with the installation of TCP's power rack-and-pinion steering system, which was then followed up in the February issue with the addition of TCP's bolt-on front coilover suspension kit. For this issue, we'll be moving aft and setting up the '65 with TCP's g-Link Four-Bar rear suspension bolted to a Fab9 9-inch housing. Future stories you'll see in upcoming issues include the addition of chassis bracing, disc brakes at all four corners, and more. But this month we'll be concentrating on following the addition of the TCP rear suspension.
So why upgrade to the four-link style of rear suspension? For starters, we already have a vastly improved front suspension installed, which works well on its own, but is designed to work even better when complemented with TCP's rear suspension. But more important is the fact we're replacing antiquated leaf spring technology and worn bushings with a state-of-the art four-link setup that has precise movement control of the links via pivot-ball ends. Furthermore, the four-link design utilizes canted upper links, which help locate the axle housing laterally, without the needed expense and installation headache of a Panhard bar.
Finally, the coilover shocks allow quick adjustment of jounce and rebound settings at the turn of a knob without having to actually swap out the shocks for those of a different rate. Even the coilover springs themselves are easily changed to a different rate to change ride and handling characteristics, all without changing pinion angle or suspension geometry, something that you can't always do when changing a whole leaf spring out for a different-rate spring. See the install here and judge for yourself. And, of course, tune in next issue for more on our TCP Mustang project.
In keeping with our first story that we published in our Jan. '11 issue, we're tracking the total cost of this Mustang's suspension and braking upgrades. To date the investment has been $6,249 for the power rack-and-pinion conversion and associated options/upgrades along with our Feb. issue's coilover front suspension addition. This month we add on our rear suspension installation:
|TCP g-Link Billet Pivot Ball Suspension||5813-M10||$2,339|
|g-Bar Direct Fit Fab9 Housing||84M10-701||$1,089|
|Strange Pro Iron Case, 3.25 Gears, Trutrac||SE PKG PRF120||$1,400|
|Splined-End Tubular Antisway Bar||5806-M10||$459|
|VariShock QuickSet 2 Coilover Shocks||Upgrade||$200|