You Don’t Sway…
By lowering ride height, we’re improving the car’s center of gravity, making things more stable. Antisway bars fore and aft reduce roll, allowing for an improved tire contact patch. With an adjustable antisway bar in back, we can tune roll control depending upon the kind of driving we intend to do. We’re also installing CPP high-performance gas shocks with urethane bushings for better dampening.
11. Rear disc brake rotors are installed and temporarily secured with lug nuts for caliper installation.
12. Caliper fitment is checked and they are shimmed for proper centering. You should have the same distance between caliper and rotor on both sides.
13. Steel braided brake hoses from CPP are used with copper washers on both sides for sealing purposes. Nothing compresses and seals better than copper.
The nice thing about this brake kit is if you have an 8-inch Ford axle and plan on upgrading to a 9-inch, you can transfer these brakes to the 9-inch without fitment concerns.
14. A steel band clamp is used to secure the brake line to the axle tube.
15. The installed CPP rear disc brake assembly and hose should look like this.
16. The parking brake cables simply slide into position on the caliper and attaches to the lower arm.
17. A high-capacity, dual-reservoir master cylinder is employed for the Mustang’s four-wheel disc brake system. Using the Mustang’s manual drum brake pedal and support, the master cylinder pushrod is adjusted to the same length as the manual drum master. This is a good starting point, which can be changed based on brake sensitivity
18. Rear shocks are installed first, remembering to bleed them prior to installation. Turn the shocks upside down and fully compress them three times, then, allow them to fully extend. This should eliminate air in the hydraulic side of these gas-charged shocks. These CPP gas shocks have durable urethane bushings for durability and control.
19. Rear antisway bar installation involves two billet axle tube brackets and U-bolts. Use a thin film of silicone lube between the bushings and antisway bar for quiet operation.
Antisway bars fore and aft reduce roll, allowing for an improved tire contact patch. With an adjustable antisway bar in back, we can tune roll control depending upon the kind of driving we intend to do.
20. Antisway bar link brackets are installed on each side and bolted to the framerails as shown. Do this with the rear leaf springs compressed, as though the vehicle was sitting on the ground. Install the brackets and links and adjust accordingly. There are three positions depending upon the roll control desired.
21. Godwin’s ’67 Mustang fastback with the CPP suspension system installed sports the right ride height with improved handling and braking. As it roars through the slalom, there is significantly less body roll with excellent contact patch. Godwin tells us the car handles like it is on rails and is quite predictable.