Ford Mustang FR500

SLA Front Suspension

The front suspension is designed to bolt into a 99/00 car. Presumably it would fit earlier SN-95s too, although at this time only a 99/00 has been discussed.

The wheelbase has been lengthened approx. 5 inches by moving the new subframe location forward. This requires new fenders. The prototype wears carbon-fiber fenders, although Ford said that in production fiberglass would be used.

The upper A-arm is from the Lincoln LS (rear suspension), the lower is fabricated.

The advantage of buying a suspension like this from Ford is that it meets all production specs. Among the extensive tests performed is a 5-g shock load of the suspension. When shopping for a suspension kit, you should ask yourself how many of them have been tested to this extent, and which aftermarket manufacturers could meet the testing requirements and facilities of Ford (answer: none and none).

The strut tower is left alone (with the exception of one additional hole). This helps maintain the crush integrity of the front end.

The shock itself is a simple coil-over, adjustable on this prototype. An aluminum collar locates the top of the shock and spring and provides extra strength.

The spindle is stock 96/up SN-95. Steering rack location moves forward with the new subframe.

The idea of using the stock spindle to build an SLA was also explored by Ford with the Super Stallion.

Unusual is the pivot arm-type sway bar (although this is the usual practice in race cars).

The sway bar is a steel tube located securely in the rear of the subframe. The pivot arm attaches to the control arm with a heim joint.

Rear view of the lower arm.

The blue bar bolted onto the spindle is the adapter for the large Brembo calipers. Stock brakes can also be used (since the spindle is standard SN-95), although the prototype wears 14" rotors and large Brembo calipers.

The stock steering rack is reused, mounted in the usual way. Of course an extended steering shaft has to be used.
Rear side view.
The crossmember is welded-up steel tubing. It bolts to the chassis in the rear in the standard location, and in the front in a new location through the frame.