This is our 2008 sporting the Sport Tuning wheels and Dunlop tires from Tire Rack. The body is at factory ride height and clearly has excessive space between the body and the top of the tire.
The new Mustang is an excellent platform for performance, with great power and terrific looks. But let’s face it, the suspension is a compromise between ground clearance and a cushy ride for the masses. If you add performance tires and wheels to the mix, it only goes to further prove the need for a better suspension.
The folks at Tire Rack were instrumental in getting us the new Dunlop performance tires and Suspension Tuning 20-inch wheels for our 2008 Mustang, but clearly there was a need to enhance the suspension to match the nearly 3 inches of daylight between the edge of the fender well and the top of the tire. The key was to select a suspension that offered not only better handling, but also decent road manners and ride height adjustability. The H & R suspension does all that and comes in a wide variety of styles.
Our “street” system included new shocks for the rear, struts for the front and springs and sway bars both front and back. It is important to find a system that has matching components so that spring rates are right, front and back and for the vehicle itself. When Ford designed their system, they did so with comfort and handling in mind. The same goes for H & R, which has a terrific name in the performance suspension business. They can be ordered through Tire Rack along with tires and wheels that will deliver the best combination to fit your style of driving.
Ernie and Eugene Vargas of Westech Performance installed the suspension, which took about 90 minutes. Then it was over to Big John’s Performance for suspension realignment, a critical part of the swap.
The ride with the new pieces in place is considerably stiffer than the stock system, but not objectionable from out performance perspective. Cornering is greatly enhanced and the overall look of the car went from poor to cool. The system offers complete adjustability of ride height with very little effort. Both front and back can be adjusted with tools supplied with the kit, which is pretty amazing when you consider that only a few years back you had to remove and cut coils from the springs to adjust ride and ride height.
Follow along as we show you the steps involved. For the most part only a few basic tools are required along with a rented spring compressor to take apart the front struts to use the original factory pieces. This is easily a driveway modification that anyone can tackle. Just remember to head to the alignment shop when you are done, if you don’t want any unnecessary wear to those expensive tires.
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- This is our 2008 sporting the Sport Tuning wheels and Dunlop tires from Tire Rack. The body is at factory ride height and clearly has excessive space between the body and the top of the tire.
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- Before changing the suspension we took measurements of the body height: the front measured 29 inches, the rear 29.5 inches from the ground.
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- Before changing the suspension we took measurements of the body height: the front measured 29 inches, the rear 29.5 inches from the ground.
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- We began by safely elevating the Mustang and then supporting the rearend with a jack. If the shocks are removed, the rearend will hang down and damage brake lines and other components. The bottom bolt of the shock is the first part we removed.
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- The factory springs are removed in this manner. In our case, a pry bar was used to help compress them slightly for removal. The lower rubber spring seat is also removed.
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- Here are the old factory springs vs. the new H & R spring with adjustable seat. This is why cutting springs to adjust the ride height of modern cars is not suggested; note the progressive spring design.
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- The new H & R adjustable seat base connects to the original spring perch with setscrews that are turned in at the base. Then the new springs are installed and adjusted for ride height. In our case, we used the highest ride height as a starting point for further adjustability.
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- The new H & R adjustable seat base connects to the original spring perch with setscrews that are turned in at the base. Then the new springs are installed and adjusted for ride height. In our case, we used the highest ride height as a starting point for further adjustability.
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- The original factory swap bar is extremely small with weak links connecting it to the suspension. The new H & R sway bar is significantly larger and bolts up in the stock location.
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- The original factory swap bar is extremely small with weak links connecting it to the suspension. The new H & R sway bar is significantly larger and bolts up in the stock location.
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- The new rear sway bar (26mm diameter) features billet links for much more effective leverage.
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- The top of the shocks use mounts located in the trunk.
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- The high performance H & R shocks are specially valved to match the rate of the coil springs.
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- The original shock cushions from the factory shocks were reused with the new H & R shocks. If your vehicle’s cushions are worn or cracked they should be replaced.
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- These front struts on the Mustang must be removed from the vehicle and replaced with the new H & R units. The spring and shock is one unit.
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- With the tire removed and the suspension supported, remove these nuts from the top of the strut tower.
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![The strut must be disassembled with a spring compressor. Be very careful because springs have a great deal of power. [i]Important note:[/i] If you don’t know how to remove the spring from the strut, enlist the help of a professional.](http://www.motortopia.com/musclecarpower/wp-content/uploads/2010/06/MCP-0901-low-14-112x150.jpg "MCP-0901-low-14")
- The strut must be disassembled with a spring compressor. Be very careful because springs have a great deal of power. [i]Important note:[/i] If you don’t know how to remove the spring from the strut, enlist the help of a professional.
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- With the spring turned to fit the seat in the strut base, the original strut tops were bolted in place in this manner. Make sure to have the dust cover in place as well.
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- The new strut looks like this once it has been installed into the Mustang. Note the collars on the strut, which allow for adjustment of the ride height.
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- Make sure to replace all of the original bolts and torque them in place. These nuts are handy, as they don’t require two wrenches to tighten.
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- The H& R sway bar is much heavier (36 mm and solid) than the original factory hollow model (bottom). These link bars were transferred from the original factory unit to the H & R unit.
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- The new sway bars bolt to the factory locations using the original straps and link bars.
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- The new sway bars bolt to the factory locations using the original straps and link bars.
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- We witnessed a huge change in the overall attitude and look of the vehicle, not to mention the handling. After the change, the front end measured 27 inches (a drop of 2 inches) and the rear measured 28 inches (a change of 1.5 inches).
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- We witnessed a huge change in the overall attitude and look of the vehicle, not to mention the handling. After the change, the front end measured 27 inches (a drop of 2 inches) and the rear measured 28 inches (a change of 1.5 inches).
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- The ride of our new H & R-equipped Mustang was considerably stiffer and more performance oriented, and now fully height adjustable. In terms of looks, it was right on the money and made the tire swap look right.
Contact
Tire Rack
888.541.1777
www.tirerackcom (http://www NULL.tirerackcom/)
H & R Springs
888.827.8881
www.hrsprings.com (http://www NULL.hrsprings NULL.com/)
Street Performance coil-over suspension
P/N 51656
Sway Bars
Front P/N 70655
Rear P/N 71655
Westech Performance
951.685.3270
Big John’s Tire & Wheel
661.254.1611
Tags: 2009 Mustang, 2010 mustang, anti-sway bar, coil springs, drop kit, ford, h&r suspension, lowering kit, shocks, struts, sway bars
