Late Model
If you are going to connect anything automatic to your car, especially when dealing with electricity, lead and acid, you owe it to yourself to do a bit more research rather than pulling just any super-discounted, off-the-shelf item and connecting it to something as potentially volatile as a lead-acid battery. But we have, haven’t we?
Maximum’s design replaces the upper control arms with a torque arm and a Panhard rod, each of which has only one job rather than two. The Panhard rod centers the axle from side to side, and the torque arm controls pinion angle. Assigning each of these duties to separate components allows each piece to be better at its one job than the stock upper control arms are at either job. The torque arm is essentially a three-link design, and Maximum claims that it improves traction so much that after installation you may have to alter your sway bars to prevent understeer.
Although modifying a car to handle well can often seem like a black art, virtually every aspect of handling comes down to three things: the weight of the vehicle, the traction generated by the tires, and the distribution of weight on each particular tire at a given moment.
Performance enthusiasts are a funny bunch. They all seem to agree that “as much as possible” is the correct answer when asked, “How much power do you want?” But they certainly
disagree about the best way to get there.
Sound is something that every car guy considers at the top of his or her list of what is important to their ride. Take, for example, the stereotypical sport compact driver. He or she typically has a huge muffler or mufflers and corresponding exhaust tip(s) that make those cars sound as if they are going 100 mph, even when cruising at slow speeds. We Ford guys know that good sound on a real performance car is also important, but we also know that sound must be backed up with corresponding performance.
Improving your new Mustang doesn’t have to be an arduous affair. You’re supposed to enjoy working on your car, RATHER than dreading getting off work because you “have” to wrench on the Ford. With that attitude in mind, we recently spoke with Al Kamhi, of Control Freak suspensions, to get his advice on what enthusiasts could do to further the concept of upgrading a Mustang in just an hour or two. But there’s a catch: the upgrade had to make a real difference in the car’s performance.
When Chevrolet introduced the LS engine, many clever and effective innovations were incorporated to simplify operations and reduce engine weight and overall dimensions. An integral part of these new technologies was a compact serpentine belt system designed from the start to lower frictional losses, which in turn improved belt strength and longevity.
Replacing the rear suspension arms is something of a Mustang tradition, and the S197 platform is no exception. Wheel hop is proving to be something of a problem on these vehicles, and Modular Mustang Racing has the solution in the form of new lower rear control arms for the ’05 Mustang.
The world is full of minor inconveniences, and changing transmission fluid is one of them. The job doesn’t need to be complicated, but on some cars it is. When we find the accountant who decided that our 4R70W transmission didn’t need a drain plug, we’re going to intentionally put him on duty at a quick-change oil and lube facility. What were they thinking?
Even more than 40 years ago, Ford understood the importance of preventing body flex in order to allow a suspension to maintain proper geometry. The earliest Mustangs came with front shock tower braces to prevent uncontrollable suspension articulation, caused when both upper ends of the shock towers flex inward. The need to prevent such flex is still important today, and the principle applies to the rear shock towers as well as to the fronts.
