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Independent Front Suspension - On The Fast TrackThe Roadster Shop IFS kit is designed to work without the shock tower sheetmetal, offering a cleaner look and abundant underhood room From the September, 2012 issue of Modified Mustangs & Fords By Mark Houlahan Photography by Robert McGaffin
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Participating in a high-performance driving event is some of the best fun you can have on four wheels. If you're of the competitive mindset (and what gearhead worth his roll-a-way full of tools isn't), you'll soon find yourself skimming through suspension catalogs looking for that "edge" you need to get the power to the ground, transfer weight, keep your tires planted, and keep your classic Mustang or Ford flat and stable through the tightest of corners. While driver experience is certainly paramount to getting around a track, good driving ability is only going to take you so far. Once you've reached the limit of your Mustang's stock-style suspension, it's time to step up and use a suspension designed with the proper track-oriented geometry, using OE-level parts for durability and reliability. Now you can have all of that in the Roadster Shop's new Fast Track IFS kit for '65-'70 Mustangs. If the Roadster Shop is not a familiar name, don't sweat it. The company is a little late to the Mustang game, but that doesn't mean it opened its doors last week, either. The Roadster Shop has been designing Fast Track systems for a myriad of GM muscle cars, and has plenty of design and track event awards on its shelf from the company's GM-based projects, including Goodguys Street Machine of the Year. The Roadster Shop specializes in suspension components, full performance frames, and front subframe kits. Currently, the Roadster Shop offers an IFS crossmember kit--which we'll delve into shortly--and a front subframe kit that replaces everything forward of the firewall with new framerails/subframe and bolt-on suspension components. The Roadster Shop's IFS is similar through all of its muscle car applications, with just the main crossmember width and alignment brackets specific to each car line. The suspension itself is a clean-sheet design using TIG-welded, large-diameter control arms, fully lubricated bushings, upper and lower bumpstops, and late-model Corvette spindles and sealed bearing hubs (no bearings to service, grease, and so on). The rest of the suspension features standard goodies like adjustable coilover shocks, an antisway bar, and rack-and-pinion steering. The Roadster Shop Fast Track IFS rings the register at $4,995 with an ample feature set. However, there are several available options you might want to take advantage of, including larger disc brakes, double adjustable coilovers, engine mounts, and more. The Roadster Shop's IFS is similar through all of its muscle car applications, with just the main crossmember width and alignment brackets specific to each car line  1 Like any front suspension...  1 Like any front suspension replacement, complete removal of the old suspension, brakes, and ancillary parts is necessary. Whether you unbolt the parts or cut them out with a torch, the option is yours, but they've got to go!  2 The Roadster Shop IFS kit...  2 The Roadster Shop IFS kit is designed to work without the shock tower sheetmetal, offering a cleaner look and abundant underhood room. Chris Hamil from the Roadster Shop drilled out the numerous spot welds so that the shock tower could be removed as shown here.  3 Chris measures from the...  3 Chris measures from the rear bumper mounting bolt hole back 14-3/8-inches to mark the centerline mounting location for the new IFS crossmember. The crossmember has a centering notch that will be lined up with this mark. The Roadster Shop IFS doesn't ship with any brake hardware standard; however, you do have several options. You could hunt down stock Corvette parts, but you'll most likely end up rebuilding the calipers, and so on. Phil Gerber of the Roadster Shop says the majority of the IFS kits they sell go out the door with the optional 13- or 14-inch, six-piston brake kits. Also note that the Roadster Shop can re-drill the Corvette Z06 hubs to the standard Ford bolt pattern, if you already have a nice set of wheels you plan to reuse on your build.
| Coilover Shocks |
| Upgrade to double-adjustable | $300 |
| Upgrade to remote reservoir double-adjustable | $995 |
| Disc Brakes |
| Wilwood 13-inch cross-drilled rotors, six-piston calipers | $1,975 |
| Wilwood 14-inch cross-drilled rotors, six-piston calipers | $2,115 |
| Upgrade to red calipers | $150 |
| Upgrade to polished calipers | $200 |
| Brembo 14-inch cross-drilled, six-piston monoblock | $3,695 |
| Miscellaneous |
| Shock tower panels | $450 |
| Modular engine mounts | $150 |
 4 Since the Roadster Shop...  4 Since the Roadster Shop IFS sits on top of the Mustang's framerails, the stamped and welded edge of the framerail's assembly must be cut off. Like many IFS systems, once this cut is made, the gap between the two panels will need to be welded shut.  5 In the case of this '65...  5 In the case of this '65 coupe, Chris found the familiar shock tower rust on the top of the framerails. Since this is such a common issue with early Mustangs, the Roadster Shop actually provides a 10-gauge steel replacement insert. Here, Chris is cutting out the damaged area.  6 The insert is long enough...  6 The insert is long enough to patch the entire framerail opening if need be, but Chris simply cuts the insert to the proper length for the repair area and welds it in.  7a Once the weld repair is...  7a Once the weld repair is complete, Chris grinds down the welds...  7b ....and covers the repair...  7b....and covers the repair area in a coat of weld-through primer.  8 Before moving forward with...  8 Before moving forward with the IFS crossmember installation, Chris prefers to fit and drill the mounting holes for the optional shock tower reinforcing panels ($450). Using an existing spot weld hole as a locating point, the panels are secured with clamps and then the panel becomes a template for drilling out the necessary mounting locations.  9a The Roadster Shop IFS...  9a The Roadster Shop IFS crossmember sits on top of the Mustang's framerails and uses the stock antisway bar mounting brackets as a locating point. The crossmember slides into place, is aligned with the marks made earlier, and secured with the included retaining bolts.  9b Note that some strut rod...  9b Note that some strut rod mount sheetmetal must be trimmed (where Chris is pointing, below) for the crossmember to seat properly.  10 With the crossmember aligned...  10 With the crossmember aligned and secured, it's ready to be welded to the Mustang's framerails. You'll notice a series of holes in the structure where it meets the framerails. These locations are where you'll plug-weld the crossmember into place. Perimeter welding is also an option, or you can do both for the utmost in strength.  11 Chris works his way around...  11 Chris works his way around the crossmember, first welding the inside holes, and then moving to the holes found on the outer edge of the crossmember. Move around frequently to prevent heat distortion in the crossmember.  12 The finished welding work...  12 The finished welding work should look like the installation shown here. Again, perimeter welding is an option, especially in high horsepower cars.  13 The Roadster Shop IFS...  13 The Roadster Shop IFS system uses a 1-1/4-inch antisway bar. The design is similar to what you see in motorsports, using a splined spring steel torsion bar center with forged ends and Corvette Z06 endlinks. The center bar is available in different spring rates to fine-tune your Mustang's handling. Chris slides the center bar into its Delrin bushings here and we'll install the ends once the control arms are in place.  14 The Roadster Shop's IFS...  14 The Roadster Shop's IFS uses beefy 1-1/4-inch upper and 1-5/8-inch lower control arms for their kits. They up the size of the arms over the typical control arm sizes to handle heavier muscle cars—versus the typical street rod many kits are based off of—as well as performance-oriented driving. The control arms are also fully TIG-welded and gusseted/braced for strength as well. Installation is easy with cross-shafts versus the standard through-bolt mounting many others use.  15 While some may cringe...  15 While some may cringe at the thought of a Corvette part on their Mustang, many high-end chassis builders swear by the high-strength and sealed-cartridge bearing design (similar to the '94 and up Mustang). Here, Chris installs the pre-assembled spindle with the steering arms facing forward (the Mustang will now be a front-steer application).  16 The IFS uses a standard...  16 The IFS uses a standard rack-and-pinion assembly (power assist) and the crossmember kit includes this steering rack brace that must be bolted to the crossmember first.  17 Once the brace is secured,...  17 Once the brace is secured, Chris slides the steering rack into place and fastens it to the brace with the included hardware.  18 The included outer tie-rod...  18 The included outer tie-rod ends are installed on the rack next. Thread the left and right tie rod onto the inner tie rods an even number of turns to maintain the rack's center position. Fine tuning of the tie-rod ends will come at alignment time.  19 With the control arms...  19 With the control arms and spindles in place, we can go back to the antisway bar installation and finish that up. Center the bar in the mounting bushings by measuring the amount of the splined shaft protruding from the mount. Adjust the bar left or right until the measurement is the same on each side.  20 Install the antisway bar...  20 Install the antisway bar retaining collars/clamps and then follow that up with the antisway bar arms. There is a recess in the splined end of the bar that must line up with the bolt holes in the arms to allow the retaining bolts to be installed.  21 OE Corvette antisway bar...  21 OE Corvette antisway bar endlinks are utilized in the Roadster Shop IFS. These proven parts simply bolt to the antisway bar arms and the lower control arms, as shown here.  22 The standard coilover...  22 The standard coilover shock and spring assembly that ships with the IFS is the Afco single adjustable Pro Touring setup. They come unassembled and must be assembled per the instructions before being bolted into the IFS, as Chris is doing here.  23 Finally, Chris can attach...  23 Finally, Chris can attach the inner fender reinforcement panels using the included hardware through the holes he drilled earlier. These panels are of a much larger-gauge steel than typical block-off panels and will really aid in strengthening the inner structure.  24 The completed installation...  24 The completed installation offers a vast improvement in steering, braking, and handling, not to mention tons of room for big-blocks, modular engines, twin turbo setups, or whatever your heart desires--and your wallet can afford.  25 Chris spent a few minutes...  25 Chris spent a few minutes bolting the front sheetmetal back in place to show the Mustang's killer stance once the ride height was set. Just imagine this coupe running around your favorite track with a sticky set of track tires just swallowing the competition and spitting it out the back!
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