Mark Houlahan
Brand Manager, Mustang Monthly
September 21, 2010

Tech | Suspension Upgrade
As our plan came together for our '68 Mustang project, we knew from the get-go that we'd be powering our Pony with a modular engine of some sort. There's no denying that these engines, even in the base Two-Valve configuration, are wide. We mean like wider than an FE or Boss 429. Wider than the distance between the Mustang's front framerails! Wider than-oh, you get the idea-these suckers are wide! Fitting one of Ford's modular engines into a classic Mustang has been done before of course, as we've seen numerous Mustangs over the years with all manner of modular engine configurations installed under the hood. Every time we'd see one at a show, out came the camera and the notepad as we wrote down info from the owner's build and snapped installation photos for future reference. The one thing that was evident in every single installation was you're going to say "buh-bye" to the shock towers, either in part or in whole, depending upon the engine compartment's original size and the version of the modular engine you're dropping in. This means no more stock suspension, as the shock tower is where the upper control arm attaches and the coil spring and shock absorber reside as well. An aftermarket suspension package is a must for engine clearance and the first words that often come to mind are "Mustang II."

Now the terminology may be a bit fuzzy to some, but for the uninitiated we're not talking about the actual Mustang II suspension as it was originally found in the '74-'78 Mustang II. No, these aftermarket systems are more of a derivative, or perhaps a modern interpretation of the original system. With thicker, stronger steel, tubular arms, replaceable ball joints, adjustable suspension rates, and more, these systems are certainly related to the original Mustang II in name and basic geometry only. Of course there are the naysayers who ask "why replace a 40-year-old suspension with a 30-year-old suspension?", but we're not talking true apple-to-apple comparisons here. If you went to your favorite salvage yard, cut the subframe out of a Mustang II and grafted it to your classic Ford project, we might tend to agree. Fortunately, these modern systems are far from that, and some companies have changed the geometry and suspension pickup points enough that they don't even use the term Mustang II in their marketing copy (even if the people who purchase said products still do, old habits are hard to break we guess).

When it's all said and done, you're getting quite a bit for your upgrade dollars. Even the most basic kits come with disc brakes, manual rack-and-pinion steering and better suspension geometry and handling. For a few more dollars, all of the various manufacturers offer larger disc brakes, multi-piston calipers, power rack-and-pinion steering, adjustable shocks with multi-rate coilover springs and much more. To that end, when we contacted Heidts Hot Rod & Muscle Car Parts for our '68 Mustang project's front suspension, we opted to upgrade to its Superide II system, which incorporates many of these changes/upgrades we just mentioned. There are a lot of options available for these systems, and the Heidts staff will happily guide you through the option list to safely outfit your project with your desired upgrade. With our front and rear suspension tackled, we're ready to move on to the next phase of project Generation Gap-final bodywork and paint. Stay tuned for that, and more, in upcoming issues.

PROJECT PRICING
Heidts Superide II for '64-'70 Mustang, starts at $2,855
-Power rack upgrade $100
-'67-'70 inner fender panels $59
SSBC Tri-Power 13-inch brake kit $1,595
Flaming River collapsible tilt column $525
Flaming River column install kit $169

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