Up-grade your stock suspension and old drum brakes with an easy-to-bolt-in front suspension unit. The new stock width IFS bolts directly to the frame, in place of the original suspension. Since the original suspension was also bolted-in, minimum effort is needed for removal! Our crossmember doesn't effect your ground clearance.

Starting at $3,595

The new bolt-in crossmember and upper towers hold tubular upper-and-lower A-arms (1-inch X .156-inch wall). They include new forged spindles and billet rear steer steering arms, ball joints, 11-inch vented-rotors, and calipers. A 3-turn lock-to-lock manual rack-and-pinion steering unit (Flaming River), or Power rear steer rack and pinion. With this installation, stock-column modifications are necessary. The best course is to replace with an ididit column!

The fully-adjustable suspension utilizes adjustable aluminum coilover-shocks that have a multi-position upper-and-lower attachment points for the easily-adjustable stance you like the best! With fully adjustable upper A-arms, this new IFS unit can be tuned by any alignment shop! Include 1-inch diameter sway bar, and upgrade options from Big Brake packages, up to 14" rotors and 6 piston calipers, ididit columns, and steering-linkage kit.

So what’s the big deal, you may be asking yourself? This tower-suspension  platform was never viewed as a great handling car. Take a look at all the parts you need to remove and notice all the connections. There is a little movement in each connection, not to mention the weak tower problems that needed supports in the engine compartment; and under the car to keep it from  bending and twisting with torque. The big deal is greatly improved tubular A-arm handling, optional larger disc-brake stopping, standard rack-and-pinion steering and an additional crossmember to reinforce the stock platform.

It features a tighter-then-stock turning radius, caster and camber weight is loaded onto the frame not the inner fender panel, no need for tower supports. Rear steer crossmember sits above front-sump oil pan and will clear Patriot headers and the upper A-arms include left-and-right-hand threaded adjusters for easy alignment. The new bolt-in crossmember holds tubular upper-and-lower A-arms (1-inch X .156-inch wall arms).

With reprogrammed suspension geometry, reduced anti-dive and adjustable stance, the new rear steer A-arm IFS offers as standard equipment rack-and-pinion steering, 11-inch vented disc brakes (with loads of larger disc brake options), aluminum adjustable coilover shocks, 1-inch antisway bar, tubular A-arms (not Mustang II) and removable steering arms.

Probably the best feature is this IFS installation can be done at home in a weekend with basic hand tools, only a drill motor and jack stands. There is no cutting and only 8-holes to drill with provided templates. Our steering hook-up kit or a new steering column will be necessary to connect to the new R&P steering linkage.

Find the template shown in the kit and using the 2 top holes bolt it on and drill the 2 lower holes 3/8-inch each side. These 2 lower holes actually go through the sheetmetal inner fender panel and bolt to the inner engine-compartment crossmember.

Next, drill the 2 lower 3/8-inch holes in the subframe lip each side.

The upper coilover shock bracket and the A-arm can be installed next. The 4 - 1/2-inch holes, pictured left, holding the shock bracket is where the adjustable stance adjustment is made. We are the only manufacturer that offers an adjustable stance IFS or chassis. You’ll get about 3-inches of adjustment here and if you take a good look at the coilover bracket it is offset from center and can be flipped for about another inch. Installing the coilover brackets at the top of the tower will lower the car to the max. After the upper A-arm is installed it should hit the stock factory rubber bump stop above the new upper A-arm.

When installing the upper A-arm, place the left/right adjuster to the front

The lower arms can either be installed on the crossmember before you put it in the car or after the crossmember is installed. Our 3/4-inch diameter lower cross shafts are one of the largest in the industry, nickle plated and installed in fitted bronze bushings so it will always come out when necessary. Be sure to place a washer between the inside urethane bushing and the crossmember. Be sure to install the aluminum end caps (4) to the ends of the lower A-arm cross shafts.

The new crossmember bolts into the stock lower A-arm pockets on each side of the frame.

Place the rack and pinion onto the crossmember, the power rack, as pictured, will mount with 2 bolts on the driver side and 3 on the passanger side. The manual rack, not pictured, will mount with 4 bolts, 2 per side, longer bolts on the driver side.

Jim used the stock strut rod holes for additional front to rear support.

Below, Load the front clevis as shown, placing the machined aluminum stepped sleeve in first and then the washer and Nylock nut on other side.

A standard feature is a 1-inch diameter anti-sway bar that attaches to the stock holes in the frame and connects to the lower A-arm tab at the front of the A-arm.

Be sure to place a thick hat-washer on each side of the rod end on the top of the shock and 2 spacers at the bottom on each side of the lower coilover as shown and install the lower bolt in the second hole from the outside in the lower A-arm.

The new crossmember is level with bottom of the stock Ford oil pan. Only the Patroit headers are lower than the new IFS kit when fully installed. Block Hugger headers and other short headers will with our IFS kit.

Looking forward from under the Mustang, you can see even the 1-inch antisway bar is above the front of the oil pan and at the rear of the pan the crossmember is just above the drain plug.