18 The billet bar ends require...
18 The billet bar ends require assembly to the main antisway bar. Follow the directions to clock the antisway bar correctly for axle housing clearance and then tighten the pinch bolts to secure the ends to the bar.
19 The antisway bar's preload...
19 The antisway bar's preload adjusters are threaded into the axle housing brackets. Be sure the threads are clean and lubricated with antiseize, as the fine threads can be fragile. Once the adjusters are flush with the end of the bracket, you can place the antisway bar between the adjusters and then continue to tighten the adjusters until the bar ends seat into the adjuster bearings. Verify the antisway bar is centered, and then tighten the preload adjusters an additional quarter turn. Secure the adjusters with the included hardware.
20 Assemble the endlink adjusters...
20 Assemble the endlink adjusters per the included instructions and then assemble the adjusters to the antisway bar ends and clevis brackets. Raise the axle to ride height and clamp the clevis brackets to the framerails so they can be outlined with a marker for welding. Like the brackets welded earlier, you will need to clean the framerail and then stitch weld the clevis brackets into place. Finally, secure the endlinks and adjust them to ensure there is no preload on the bar ends.
21 TCP can help you round...
21 TCP can help you round out your project needs with all the gear to get your rearend completed, too, including built center sections, axle kits, brakes, and more. For this '65 coupe, a Strange Pro Iron 9-inch case was stuffed with a Trutrac differential and 3.25 gears to give the car a spirited driving feel without ruining top speed, plus the Trutrac will ensure power is put down by both wheels too.
22 The center section ships...
22 The center section ships complete from TCP to your door after you order it to your specs, so it's a simple matter of placing a fresh gasket over your housing studs and bolting in the new center section. New axles are coming too, but we'll hold off on those for now, as we still have the Wilwood brakes to install first in an upcoming issue.
23 Lastly, after all of our...
23 Lastly, after all of our suspension is set up and cycled to ensure there's no binding, the coil springs are installed onto the QuickSet 2 shocks and placed back on the car. Note here that the Wilwoods are in place, as are the TCP subframe connectors and chassis bracing. We'll get into all of that soon, so stay tuned.
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|