Steering and Suspension

� Rear Pushrod System

� g-Link Canted 4-Bar Systems

Largest selection offered by any manufacturer

Steering and SuspensionVintage Mustangs and Classic Fords

CATALOGVOLUME

9.2

(888) 685-1790 www.TotalControlProducts.com

NEW! Panhard Bar System- Integrated Anti-Roll Bar

- Adjustable Roll Center Geometry

- Improves Cornering Stability

NEW! Optional 4-Way Adjustable Coil-Over with Remote-Reservoir

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Tech Questions .......................................3

Applications ............................................8

Steering ................................................12Rack-and-Pinion Steering Conversions ........... 12Bump-Steer Tie-Rod Assemblies ..................... 17Billet Tie-Rod-Adjuster Sleeves ....................... 17Power Steering Pump Kits ............................. 18

Front Suspension .................................22Front Suspension Systems .............................. 22Front Coil-Over Conversion ........................... 26Front Coil-Spring Suspension ......................... 28Bolt-On Air-Spring Suspension ....................... 30Bolt-On Coil-Over Conversion ........................ 31Upper Control Arms Mark II .......................... 32Lower Control Arms Mark II .......................... 34Eccentric Eliminators ...................................... 35Strut Rods Mark II .......................................... 36Total Control Forged Spindles ........................ 37Front Anti-Roll Bars ....................................... 38Front Coil Springs and Components .............. 39

VariShock ..............................................40VariShock Bolt-Ins ......................................... 40VariSpring High-Travel Coil-Over Springs ....... 41VariShock Coil-Overs ..................................... 42VariShock Accessories ................................... 43

Rear Suspension ...................................44Rear Suspension Systems ............................... 44Canted-4-Bar Suspension Conversions ........... 46VariShock Coil-Over Equipped g-Bar Systems . 50Varishock Air-Spring Equipped Systems ......... 52Sliding-Link Adjustable Anti-Roll Bar (g-Bar) ... 54Splined-End Tubular Anti-Roll Bar (g-Bar) ....... 55Adjustable Anti-Roll Bar (Leaf Springs) ........... 55Direct-Fit FAB9TM Rearend Housings ............. 56Leaf-Spring Suspension Systems .................... 58Leaf Springs .................................................. 60Leaf-Spring Bushings ..................................... 61U-bolt Set ...................................................... 61Leaf-Spring Plates .......................................... 61Panhard Bar System ....................................... 629” Housing Torque Arm ................................ 63Rear Pushrod-Suspension System ................... 64

Brakes ...................................................69Performance 13” Front Discs ......................... 69Street 11-3/4” Front Discs ............................. 70Drag 11-3/4” Front Discs ............................... 71Front Brake Guide ......................................... 72Performance 14” and 13” Rear Discs ............ 75Street 12.19” Rear Discs ................................ 76Drag Race 11.44” Rear Discs ......................... 77Rear Brake Guide .......................................... 78Tandem-Chamber Master Cylinder ................ 80Brake-System Components ............................ 81

Drivetrain ..............................................829" Third-Members ......................................... 82Custom Axle Packages .................................. 84

Chassis ..................................................86Roll Bars and Cages ....................................... 86Subframe Connectors .................................... 88Connector Supports ...................................... 89Driveshaft Safety Loop ................................... 90Billet Chassis Components ............................. 91Shock-Tower Braces ...................................... 92

Engine/Accessories ..............................94Motor Mounts ............................................... 94Throttle-Linkage Kits ..................................... 95TCP Pedal Covers .......................................... 95Nitrous-Bottle Racks ...................................... 96

TCP-Racing ............................................97TCP Racing Development Program ................ 97

New Parts .............................................98

Terms and Conditions ..........................99

gStreet Pro-Touring Chassis ..............101The Ultimate Pro-Touring Chassis System is now available for Classic Mustangs!

2 Orders Only: 888-685-1790 or 916-388-0288 [email protected]

CONTENTS

Online Tech Help Technical-information data sheets and installation instructions for each of our products can be downloaded from our online product document library.www.totalcontrolproducts.com/docs

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Steering

What is the difference in steering effort between the power and manual rack?As with any manual-steering system, a considerable amount of effort is required to operate at a standstill or very slow speed. Additional variables such as tire size and vehicle weight will also contribute to the amount of effort.

The power rack, when used with our power-steering pump, has roughly two-thirds the “assist” when compared to a factory steering system. Imagine the steering feeling slightly stiffer than a stock power system, for improved steering feedback, but tight and responsive.

What type of power steering fluid should I use?Due to the rack’s precision assembly and design, mineral based, NON-SYNTHETIC fluid is required. Any other fluid will cause damage to the internal components.

I have a small amount of “play” in my steering wheel. What should I do?The bottom of the blue-anodized pinion housing has a large jam nut surrounding an allen setscrew. This setscrew is the adjustment for gear lash between the rack-and-pinion gears. Loosen the jam nut, then tighten the setscrew about 1/16th of a turn. Tighten the jam nut while holding the setscrew in its position. If there is still “play” at the wheel, repeat the above steps. If the steering begins to feel “notchy” or too sensitive while driving, you may need to loosen the setscrew.

3Orders Only: 888-685-1790 or 916-388-0288 [email protected]

TECH QUESTIONS

Gear Lash Adjustment

State of the Art The latest techniques and tools available are used to bring our ideas to life. Each project is first created as a solid in ProEngineer® to greatly speed up the time from initial concept to final production. Computer-numeric-controlled (CNC) laser cutting and milling machines, along with our exceptional team of welders and machinists, create the highest-quality components available for your vintage Mustang or Ford.

TrueCenter The TrueCenter pivot socket is a deflection-free, high-load-capacity, serviceable component that maintains bearing preload throughout the assembly’s service life. Non-compressible, low-friction, synthetic-polymer bearing races eliminate deflection, reduce wear and remain linear in resistance, unlike rubber or polyurethane. Each TrueCenter pivot assembly is specially designed for its particular application, allowing us to use the largest bearing diameter possible to maximize load-bearing capability. The assembly can also be lubricated with a standard grease gun, but differs from a balljoint or rod end in its ability to tighten the polymer races against the bearing if play should ever develop. TrueCenter pivot technology has been applied to our line of lower control arms and strut rods, improving performance and serviceability.

Bolt-On Installation Straightforward installation with minimal or no chassis modification has been the focus of our design philosophy. Every effort is taken to utilize existing suspension-mounting points. This allows us to provide you with superior aftermarket components without making complicated modifications to your classic automobile. In most cases, original components can be reinstalled, and the vehicle returned to its stock condition.

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Power-Steering Pump

Can I use my original power-steering pump?We do not recommend using the OEM power-steering pump with our power rack-and-pinion. We have experienced many technical issues using factory pumps, including excessive hydraulic noise, over boosted power assist and lack of reliability. Our pump is designed using current technology and manufacturing capabilities, which result in a superior pump in terms of reliability, efficiency and tuning capability. The power-steering pump and rack-and-pinion control servo have matched flow rates to optimize performance and offer an excellent range of adjustment using the optional flow valves.

Can the pump be used with air conditioning?

Yes, the pump mounts below the compressor and shares one of the mounting bolts. The supplied spacer must be trimmed to compensate for the thickness of the compressor mounting bracket. The type of A/C compressor will determine if the pump and compressor will share a belt or run on separate belts.

How does the changeable-flow-rate feature work?The pump features a changeable-flow-rate fitting to alter the sensitivity of the steering. The standard 8 lpm (2.11 gpm) fitting is the midrange of available steering assist and our preferred flow rate for both street and track use. There are additional fittings ranging from 4 lpm (1.05 gpm) to 12 lpm (3.17 gpm) available for purchase.

Will the pump fit with a 5.0 EFI conversion?The stamped-steel accessory bracket must be modified using a common angled grinder in order for the pump to be mounted. The pump then bolts up just as it would on an early model Windsor block casting. V-belt and serpentine pulleys are available.

Steering

What are the different types of steering shafts and how can I tell which one I have?Non-collapsible, no-rag-joint steering shafts were used on Cougars, Falcons and Mustangs through the early 1967 production year. These columns can be easily recognized: The steering shaft is not exposed, and the outer column tube meets the steering box.

Non-collapsible, rag-joint steering shafts started appearing during the middle of the 1967 production year. A rag joint is visible just above the steering box. A 3/4”-diameter shaft extends from the rag joint into the column and through the firewall.

Collapsible steering columns marked an increase in the level of safety offered by Ford during the late-1967 production year and thereafter. This assembly uses a larger, hollow, 1” shaft above the rag joint that slips over a smaller shaft inside the column.

Primarily, column identification is only necessary for the 1967 Cougars and Mustangs, unless your column has been changed to a later year or aftermarket column. TCP has rack-and-pinion steering-shaft assemblies for both “collapsible” and “non-collapsible” shaft types. Information regarding tilt and swing-away columns is included in the product-applications table (Page 12).

What headers can I use with the rack-and-pinion steering system?Our unique rack-and-pinion design gives more available room for aftermarket headers. On small-blocks, the majority of 1-5/8” headers, either long-tube or shorties, will fit. Larger, 2”-primary, long-tube headers may have clearance issues. For FE blocks and big-blocks, header selection is more limited. Stock manifolds and most Tri-Y headers will work. We have not tried every header-block-vehicle combination, so specific results cannot be guaranteed.

Can I use Granada spindles with the TCP rack and pinion, and bump steer kit?Granada spindles are not recommended for use on 1964-1966 Mustangs or 1960-1965 Falcons due to a significant difference in the spindle steering arm positions. This difference requires the tie-rod assembly to be cut to a shorter length and creates uncorrectable bump steer geometry. In addition, the Granada tie-rod hole is much too large to correctly fit OEM Mustang tie rods or the TCP bump steer stud.


TECH QUESTIONSNAVIGATION BUTTONS



VariShocks

What type of performance applications were your double-adjustable VariShocks designed for?Separate, 16-position compression and rebound settings as well as the various configurations available (coil-over; bolt-on replacement; strut) make

the VariShock one of the most-versatile shock absorbers on the market. The standard

valving setup has a broad range that can be used for drag racing, street

performance and open track or road racing. Any performance requirements beyond our standard setup can be accommodated with a custom-valving range specific to your application.

Does your front coil-over kit affect ride height?Our coil-over kit is designed to lower the front ride height roughly 1-1/2 to 2”, depending upon vehicle weight. The lower ride height is part of the suspension design and improves handling. The lower spring collar of the shock is adjustable. This gives minor ride-height adjustment, but is primarily used as a means to corner balance the vehicle. When changing ride height, the shock absorber’s installed height must remain within the required range, as stated in the instruction sheet, to avoid damaging your shocks. Refer to this catalog’s shock section or contact our sales staff for available options to alter ride height beyond our specified range.

How do I adjust camber after eliminating the eccentric washers?Camber can still be set at one of 11 positions using our 3-hole eccentric-eliminator plates. Each position changes the camber angle by roughly 1/2-degree, with a total adjustment range of over 4-1/2 degrees. Our recommended alignment specs allow a maximum 1/2-degree range of 0- to 1/2-degree negative camber for street use, or a 1-degree range of 1- to 2-degrees negative camber for track use. If a more-precise camber setting is required, the eliminator plate will need to be set at an increased negative angle so that the upper control arm can be shimmed at the pivot shaft. Shimming the upper control arm is the only method for setting camber on vehicles prior to 1967, and your alignment shop should be very familiar with this procedure.

What is the purpose of lowering the upper-control-arm mounting position?Lowering the mounting position of the upper control arm our recommended 1” has distinct advantages over the stock position: quicker negative camber gain, higher roll center, and reduced roll rate.

Stock Position: Many auto manufacturers design the front suspension of their vehicles to introduce positive camber during hard cornering. As the body rolls, suspension compresses and the outside tire begins to deflect. The top of the wheel is pushed outward, lifting the inside edge and reducing front-end traction. A vehicle tuned to understeer is less likely to spin out, but at the cost of cornering ability and driver satisfaction.

Lowered Position: The lower mounting position at the shock tower places the upper arm at an inclined angle, which draws the top of the wheel inward as the suspension compresses. This is known as negative camber gain, and the improved geometry now keeps the tire in better contact with the road. The inclined angle of the upper control arm also moves the roll center of the front suspension upward, closer to the center of gravity of the vehicle. The closer these two points (roll center and center of gravity) are together, the more effective the stabilizer bar and springs are at controlling the vehicle’s tendency to roll when cornering. Reduced body roll also helps keep the tire in better contact with the road, increasing traction and greatly improving cornering ability.

Front Suspension

Do I have to use a negative- wedge kit when I lower the upper-control-arm mounting point?

A negative-wedge kit is not required to lower the mounting point when using our upper control arms. The increased balljoint angle was taken into consideration when the arm was designed.




Rear Suspension

How involved is the welding to install your rear pushrod-suspension system?The rear pushrod suspension requires that four brackets be welded to the frame rails, inside of the leaf-spring mounts and on each side of the gas tank. If our subframe connectors are not already installed, they will also have to be welded to complete the installation. A MIG welder is sufficient to reach all of the areas.

Can I still use your torque arm if I have already installed custom subframe connectors?Yes. The torque arm can be used, but will require a custom crossmember to be built that provides the correct pinion angle adjustment range with the vehicle at ride height. The crossmember serves as the chassis mount for the torque arm and must be very strong to withstand repeated stress without the chance of failure. We recommend making the crossmember removable so the drive shaft is easily accessed for maintenance.

Can an OEM 9” housing be used with the rear pushrod-suspension system?We do not recommend or support the use of OEM rearend housings with the rear pushrod-suspension system. OEM housings were not designed to support the additional loads from the watts-link system and axle mounts. All rear pushrod systems are packaged with a completely welded FAB9™ direct-fit housing assembly. FAB9™ housings are specifically designed to handle substantially increased forces through various suspension mounts in high-horsepower applications. The direct-fit housing saves time as well as ensures that all suspension mounts are correctly positioned.

Does the g-Bar rear suspension require a panhard bar or watts link?The g-Bar uses a canted (triangulated) 4-bar layout and does not require the use of an additional lateral-locating device. The upper control arms angle outward toward the housing ends, creating a series of interconnected triangles. Lateral movement must overcome the collective bushing resistance of both upper control arms.

What can I do to get better performance from a leaf spring suspension?We offer a broad range of accessories to improve your existing suspension as well as complete performance leaf-spring systems suitable for street, strip, autocross, or road-course use. Simply replacing worn bushings with TCP polyurethane bushing sets and upgrading to VariShock bolt-in replacement shocks makes a noticeable improvement in handling. Continuing with the addition of our torque arm and/or panhard bar system provides a bigger leap in performance capability along with some added features for suspension tuning.





What is the best way to support the car when installing subframe connectors?Prior to installation of the weld-in subframe connectors, many customers inquire as to whether the vehicle should be supported on a 4-post lift so that the chassis is “loaded” with the regular vehicle weight, or if using a 2-post lift with the chassis “unloaded” is acceptable. A 4-post lift that supports the suspension is preferred, but if you do not have access to one, a 2-post or even jack stands can be used. Pay attention to the body gaps, particularly the door jams, to see if there is a significant difference once the vehicle is fully suspended. A chassis in good condition will show minimal changes along the door jams. To minimize any flexing, position the front arms of the lift as far forward, and the rear arms as far rearward, as possible. If using jack stands, position the jack stands along the frame rails in front of the front wheels and behind the rear wheels or on the axle tubes of the rearend housing.

Engine Accessories

Do your motor mounts increase vibration?The use of captive-mounted polyurethane bushings does increase vibration transmitted into the chassis, but much less than a totally solid mount. The tolerable increase in vibration is necessary to improve torque transfer through the drivetrain and create a separation-proof assembly.

Are the TCP small-block motor mounts modeled after the early or late OEM mounts?Our small-block motor mounts use the dimensions and mounting height taken from the OEM mounts used from late 1966 to 1970. Most aftermarket companies design their components, such as headers, with the engine in this position.

Chassis

Will I lose ground clearance with your subframe-connector support?Our subframe-connector support sits 1-1/2” below the factory frame rails at their lowest point. Generally, the bottom of the rearend housing or a set of long-tube headers sit lower than the connector support. In the event you do bottom out over a speed bump, the connector support will handle the contact much better than your exhaust system!

Can the Monte Carlo brace be used with air conditioning?The Monte Carlo brace sits roughly 1/2 to 3/4” below the top surface of the inner fender and may require minor modification to clear some A/C compressors. A bend can be placed at each end of the brace to raise the center span for clearance. Example drawings of various solutions are shown in the Monte Carlo brace-installation instructions.

Do you have technical questions?To make our product information more accessible, we have added a “Frequently Asked Questions” (FAQ) page to our Website: www.totalcontrolproducts.com Also, our technical support staff can be contacted by e-mail, which enables our techs to send photos and diagrams to better assist you:

[email protected]





Model Year Coil-OverConversion*

Bolt-On UCAAir-Spring

Bolt-On UCA Coil-Over

Upper Control Arms LowerControl Arms

Strut Rods

EccentricEliminatorsStraight Dropped

Comet

1960-1963 COLVF-071 VAS 13M11FX VAS 86M11FX UCA-011 UCA-061 LCA-041 STRD-05 -1964-1965 COLVF-081 VAS 13M11FX VAS 86M11FX UCA-011 UCA-061 LCA-041 STRD-05 -1966-1967 COLVF-09 VAS 13M21FX VAS 86M21FX UCA-02 UCA-07 LCA-05 STRD-06 EE-011971-1977 COLVF-11 VAS 13M11FX VAS 86M11FX UCA-02 UCA-07 LCA-06 STRD-07 EE-01

Cougar1967 COLVF-09 VAS 13M21FX VAS 86M21FX UCA-02 UCA-07 LCA-05 STRD-06 EE-011968-1970 COLVF-10 VAS 13M21FX VAS 86M21FX UCA-02 UCA-07 LCA-06 STRD-07 EE-011971-1973 COLVF-10 VAS 13M21FX VAS 86M21FX UCA-02 UCA-07 LCA-06 STRD-07 EE-01

Cyclone1964-1965 COLVF-08 VAS 13M11FX VAS 86M11FX UCA-01 UCA-06 LCA-04 STRD-05 -1966-1967 COLVF-09 VAS 13M21FX VAS 86M21FX UCA-02 UCA-07 LCA-05 STRD-06 EE-011968-1971 COLVF-10 VAS 13M21FX VAS 86M21FX UCA-02 UCA-07 LCA-06 STRD-07 EE-01

Fairlane1966-1967 COLVF-09 VAS 13M21FX VAS 86M21FX UCA-02 UCA-07 LCA-05 STRD-06 EE-011968-1971 COLVF-10 VAS 13M21FX VAS 86M21FX UCA-02 UCA-07 LCA-06 STRD-07 EE-01

Falcon


Maverick 1970-1977 COLVF-11 VAS 13M11FX VAS 86M11FX UCA-02 UCA-07 LCA-06 STRD-07 EE-01Montego 1968-1971 COLVF-10 VAS 13M21FX VAS 86M21FX UCA-02 UCA-07 LCA-06 STRD-07 EE-01

Mustang

1964-1966 COLVF-081 VAS 13M11FX VAS 86M11FX UCA-011 UCA-061 LCA-041 STRD-05 -1967 COLVF-09 VAS 13M21FX VAS 86M21FX UCA-02 UCA-07 LCA-05 STRD-06 EE-011968-1970 COLVF-102 VAS 13M21FX VAS 86M21FX UCA-022 UCA-072 LCA-06 STRD-07 EE-011971-1973 COLVF-10 VAS 13M21FX VAS 86M21FX UCA-02 UCA-07 LCA-06 STRD-07 EE-01

Ranchero


Torino 1968-1971 COLVF-10 VAS 13M21FX VAS 86M21FX UCA-02 UCA-07 LCA-06 STRD-07 EE-01Footnotes

* Sub-kit listed. All coil-over kits are ordered using the main sales-kit part number: FCOC-FDUse of Granada spindles on ‘64-66 Mustangs and ‘60-65 Falcon/Comets is not recommended due to tie rod fitment issues.

1 6-cylinder spindles must be upgraded to V8 spindles.

2 Excludes Boss 429

Model Year Anti-Roll Bar

Panhard Bar

Torque Arm

Spring Plates

Leaf Spring g-Bar / g-Link Pushrod Coil-OverSuspension FAB9™ Suspension FAB9™

Cougar1967-1970 ARRM1-12 - TA2F9-36 LSP-01 - 84M20-101 58XX-C10 - RPSS-FD1971-1973 ARRM1-12 - TA2F9-36 LSP-01 - 84M30-101 - - -

Falcon 1964-1965 - - - LSP-01 - 84M10-101 - - -

Mustang

1964-1966 ARRM1-12 PHL-M10 TA2F9-33 LSP-01 LSS-MUX 84M10-101 58XX-M10 84M10-601 RPSS-FD1967-1970 ARRM1-12 PHL-M10 TA2F9-33 LSP-01 LSS-MUX 84M20-101 58XX-M20 84M20-601 RPSS-FD1969-1970 (Boss) ARRM1-12 PHL-M10 TA2F9-33 LSP-02 LSS-MUX 84M20-101 58XX-M20 84M20-601 RPSS-FD

1971-1973 ARRM1-12 PHL-M10 TA2F9-33 LSP-01 LSS-MUX 84M30-101 58XX-M30 84M30-601 -

Suspension, Front

Suspension, Rear


APPLICATIONSNAVIGATION BUTTONS



SensiSet QuickSet 1 QuickSet 2 Ride Height

Compressed Length

Extended Length

Shock Travel

Upper Mount Type

Lower Mount Type

VAS 14044-715 VAS 14144-715 VAS 14244-715 14.40” 10.83” 17.98” 7.15” Stem 3/8” Stem 3/8”

VAS 14047-515 VAS 14147-515 VAS 14247-515 11.31” 8.74” 13.89” 5.15” Stem 3/8” Stud Plate

VAS 14049-715 VAS 14149-715 VAS 14249-715 14.78” 11.20” 18.35” 7.15” Stem 3/8” Cantilever Pin 1/2”

VAS 14049-825 VAS 14149-825 VAS 14249-825 16.43” 12.30” 20.55” 8.25” Stem 3/8” Cantilever Pin 1/2”

VAS 14067-425 VAS 14167-425 VAS 14267-425 11.70” 9.58” 13.83” 4.25” Crossbar Closed Stud Plate

Model YearFront Rear

SensiSet QuickSet 1 QuickSet 2 SensiSet QuickSet 1 QuickSet 2

Comet

1960-1963 VAS 14047-515 VAS 14147-515 VAS 14247-515 VAS 14044-715 VAS 14144-715 VAS 14244-7151964-1965 VAS 14047-515 VAS 14147-515 VAS 14247-515 VAS 14044-715 VAS 14144-715 VAS 14244-715

1966-1967 VAS 14047-515 VAS 14147-515 VAS 14247-515 VAS 14044-715 (sedan) VAS 14049-715 (wagon)

VAS 14144-715 (sedan) VAS 14149-715 (wagon)


1971-1977 VAS 14067-425 VAS 14167-425 VAS 14267-425 VAS 14049-715 VAS 14149-715 VAS 14249-715

Cougar

1967 VAS 14067-425 VAS 14167-425 VAS 14267-425 VAS 14044-715 VAS 14144-715 VAS 14244-7151968-1970 VAS 14067-425 VAS 14167-425 VAS 14267-425 VAS 14044-715 VAS 14144-715 VAS 14244-7151971-1973 VAS 14047-425 VAS 14147-425 VAS 14247-425 VAS 14044-715 VAS 14144-715 VAS 14244-715

Cyclone

1964 VAS 14047-515 VAS 14147-515 VAS 14247-515 N/A N/A N/A1965-1967 VAS 14047-515 VAS 14147-515 VAS 14247-515 VAS 14049-825 VAS 14149-825 VAS 14249-8251968-1971 VAS 14047-515 VAS 14147-515 VAS 14247-515 VAS 14044-715 VAS 14144-715 VAS 14244-715

Fairlane1966-1967 VAS 14047-515 VAS 14147-515 VAS 14247-515 VAS 14044-715 (sedan)

VAS 14049-715 (wagon)VAS 14144-715 (sedan) VAS 14149-715 (wagon)





Falcon

1960-1963 VAS 14047-515 VAS 14147-515 VAS 14247-515 VAS 14044-715 VAS 14144-715 VAS 14244-7151964-1965 VAS 14047-515 VAS 14147-515 VAS 14247-515 VAS 14044-715 VAS 14144-715 VAS 14244-715







Maverick 1970-1977 VAS 14067-425 VAS 14167-425 VAS 14267-425 VAS 14049-715 VAS 14149-715 VAS 14249-715

Montego 1968-1971 VAS 14047-515 VAS 14147-515 VAS 14247-515 VAS 14044-715 (sedan) VAS 14049-715 (wagon)



Mustang

1964-1966 VAS 14067-425 VAS 14167-425 VAS 14267-425 VAS 14044-715 VAS 14144-715 VAS 14244-7151967 VAS 14067-425 VAS 14167-425 VAS 14267-425 VAS 14044-715 VAS 14144-715 VAS 14244-7151968-1970 VAS 14067-425 VAS 14167-425 VAS 14267-425 VAS 14044-715 VAS 14144-715 VAS 14244-7151971-1973 VAS 14047-425 VAS 14147-425 VAS 14247-425 VAS 14044-715 VAS 14144-715 VAS 14244-715

Ranchero

1960-1963 VAS 14047-515 VAS 14147-515 VAS 14247-515 VAS 14044-715 VAS 14144-715 VAS 14244-7151964-1965 VAS 14047-515 VAS 14147-515 VAS 14247-515 VAS 14044-715 VAS 14144-715 VAS 14244-7151966-1967 VAS 14047-515 VAS 14147-515 VAS 14247-515 VAS 14049-715 VAS 14149-715 VAS 14249-7151968-1971 VAS 14047-515 VAS 14147-515 VAS 14247-515 VAS 14049-715 VAS 14149-715 VAS 14249-715

Torino 1968-1971 VAS 14047-515 VAS 14147-515 VAS 14247-515 VAS 14044-715 VAS 14144-715 VAS 14244-715

Fitment Notes

Bolt-In front shocks are larger in diameter than the hole in the shock tower. The coil spring must be removed to allow installation of the shock. Due to deviations in ride height, you must verify that the application chart’s suggested shock will actually fit your vehicle. Consult the dimensional chart below to determine that the selected shock’s compressed length, extended length, and upper and lower mounts are correct for your vehicle.

VariShock Bolt-Ins

VariShock Bolt-Ins (Dimensional Chart)




Model Year Column SetManual Rack Power Rack

Small-Block Big-Block Small-Block Big-Block

Comet 1960-19651 TCP COLM-02 TCP RCKM-03 - TCP RCKP-03 -

Cougar

early 19672 TCP COLM-01 TCP RCKM-02 TCP RCKM-01 TCP RCKP-02 TCP RCKP-01

late 19672-1969 TCP COLM-03 TCP RCKM-02 TCP RCKM-01 TCP RCKP-02 TCP RCKP-01

1970 TCP COLM-03 TCP RCKM-02 TCP RCKM-01 TCP RCKP-02 TCP RCKP-01

Falcon 1960-19651 TCP COLM-02 TCP RCKM-03 - TCP RCKP-03 -

Mustang

1965-19661 TCP COLM-01 TCP RCKM-02 - TCP RCKP-02 -

early 19672 TCP COLM-01 TCP RCKM-02 TCP RCKM-01 TCP RCKP-02 TCP RCKP-01

late 19672-1969 TCP COLM-03 TCP RCKM-02 TCP RCKM-01 TCP RCKP-02 TCP RCKP-01

1969 Boss-1970 TCP COLM-03 TCP RCKM-02 TCP RCKM-01 TCP RCKP-02 TCP RCKP-01

Ranchero 1960-19651 TCP COLM-02 TCP RCKM-03 - TCP RCKP-03 -

Footnotes

1 Not for use with Granada spindles.

2

(1967 only) Early: Column tube covers steering shaft completely or exposed shaft above rag joint is 3/4” diameter. Tilt and swing-away columns must upgrade to 1968-or-later column. Late: Exposed shaft above rag joint is 1” diameter.

Model Year

Subframe Connectors Tower Brace Kits

Frame Connector

Connector Support

Stage 1 Export Brace

Stage 2 Monte Carlo

Brace

Stage 3 Truss Brace

Comet (hardtop) 1960-1965 - - TCP TWRB-04 TCP TWRB-05 TCP TWRB-03

Comet (convertible) 1960-1965 - - TCP TWRB-04 TCP TWRB-05 TCP TWRB-03

Cougar (hardtop) 1967-1970 TCP SUBFC-01 TCP SUBCS-01 TCP TWRB-01 TCP TWRB-02 TCP TWRB-03

Cougar (convertible) 1967-1970 TCP SUBFC-02 TCP SUBCS-03 TCP TWRB-01 TCP TWRB-02 TCP TWRB-03

Cyclone (hardtop) 1960-1965 - - TCP TWRB-04 TCP TWRB-05 TCP TWRB-03

Cyclone (convertible) 1960-1965 - - TCP TWRB-04 TCP TWRB-05 TCP TWRB-03

Falcon (2 door) 1960-1965 - - TCP TWRB-04 TCP TWRB-05 TCP TWRB-03

Falcon (convertible) 1960-1965 - - TCP TWRB-04 TCP TWRB-05 TCP TWRB-03

Mustang (coupe, fastback) 1965-1970 TCP SUBFC-01 TCP SUBCS-01 TCP TWRB-01 TCP TWRB-02 TCP TWRB-03

Mustang (convertible) 1965-1970 TCP SUBFC-01 TCP SUBCS-03 TCP TWRB-01 TCP TWRB-02 TCP TWRB-03

Ranchero 1960-1965 - - TCP TWRB-04 TCP TWRB-05 TCP TWRB-03

Chassis

Rack and Pinion





Model YearBump Steer Outer

Bump Steer Inner & Outer Adjuster Sleeve Only*

Billet Sleeve with Inner & OuterFor OEM Spindle

For TCP Spindle

Granada Spindle

For OEM Spindle

For TCP Spindle

Granada Spindle

Comet

1960-1962 TIER-08 TIER-111 TIER-141 TIER-221 - TIER-051 TIER-161 TIER-181

1963-1964 TIER-08 TIER-111 TIER-141 TIER-221 TIER-04 TIER-051 TIER-161 TIER-181

1965 TIER-08 TIER-111 or 2 TIER-141 or 2 TIER-221 or 2 TIER-04 TIER-051 or 2 TIER-161 or 2 TIER-181 or 2

1966 - - - - TIER-04 - - -1967-1969 TIER-09 TIER-12 TIER-15 TIER-23 TIER-04 - - -1970 TIER-10 TIER-13 TIER-13 TIER-24 TIER-04 - - -1971-1972 TIER-10 TIER-13 TIER-13 TIER-24 TIER-04 TIER-07 TIER-07 TIER-20

Cougar

1967-1969 TIER-09 TIER-12 TIER-15 TIER-23 TIER-04 TIER-06 TIER-17 TIER-191967-1969(Eliminator) TIER-10 TIER-13 TIER-13 TIER-24 TIER-04 TIER-07 TIER-07 TIER-20

1970 TIER-10 TIER-13 TIER-13 TIER-24 TIER-04 TIER-07 TIER-07 TIER-201971-1972 TIER-10 TIER-13 TIER-13 TIER-24 TIER-04 - - -

Cyclone

1964 TIER-08 TIER-111 TIER-141 TIER-221 - TIER-051 TIER-161 TIER-181


1966 - - - - TIER-04 - - -1967-1969 TIER-09 TIER-12 TIER-15 TIER-23 TIER-04 - - -1970-1971 TIER-10 TIER-13 TIER-13 TIER-24 TIER-04 - - -

Fairlane

1962-1965 - - - - TIER-04 - - -1966 - - - - TIER-04 - - -1967-1969 TIER-09 TIER-12 TIER-15 TIER-23 TIER-04 - - -1970 TIER-10 TIER-13 TIER-13 TIER-24 TIER-04 - - -

Falcon




1966 - - - - TIER-04 - - -1967-1970 TIER-09 TIER-12 TIER-15 TIER-23 TIER-04 - - -

Maverick 1970-1972 TIER-10 TIER-13 TIER-13 TIER-24 TIER-04 TIER-07 TIER-07 TIER-20

Montego1968-19693 TIER-09 TIER-12 TIER-15 TIER-23 TIER-04 - - -1970-19713 TIER-10 TIER-13 TIER-13 TIER-24 TIER-04 - - -

Mustang

1964 TIER-08 TIER-111 TIER-141 TIER-221 - TIER-051 TIER-161 TIER-181

1965-1966 TIER-08 TIER-111 or 2 TIER-141 or 2 TIER-221 or 2 TIER-04 TIER-051 or 2 TIER-161 or 2 TIER-181 or 2 1967-1969 TIER-09 TIER-12 TIER-15 TIER-23 TIER-04 TIER-06 TIER-17 TIER-191969 (Boss) TIER-10 TIER-13 TIER-13 TIER-24 TIER-04 TIER-07 TIER-07 TIER-201970-1973 TIER-10 TIER-13 TIER-13 TIER-24 TIER-04 TIER-07 TIER-07 TIER-20

Ranchero




1966 - - - - TIER-04 - - -1967-19693 TIER-09 TIER-12 TIER-15 TIER-23 TIER-04 - - -1970-1971 TIER-10 TIER-13 TIER-13 TIER-24 TIER-04 - - -

Torino1968-1969 TIER-09 TIER-12 TIER-15 TIER-23 TIER-04 - - -1970-1971 TIER-10 TIER-13 TIER-13 TIER-24 TIER-04 - - -

Footnotes* Verify each shaft diameter and sleeve length prior to ordering. (Shaft = .688”; sleeve = 4.7”)1 Installation requires TCP rack and V8 spindles2 V8 with OEM manual steering3 Excludes: Boss Mustang, Police/Taxi Montego

Tie Rods and Adjusters




Rack-and-Pinion Steering Conversions

US patents: 6,457,375; D440,240

(2) Must provide adequate header clearanceOur unique, patented rack design positions the gearbox against the driver-side frame rail, similar to the original steering box. Steering shaft and universal joints remain close to the frame rail, providing much more header clearance than a conversion kit using an OEM-style rack. OEM-style kits put the steering-box connection beside the oil pan, creating header-installation problems. We offer the most available room for aftermarket headers and exhaust systems of any steering conversion for classic Fords.

(1) Tires must turn as far as factory systemOne of the most-important characteristics of a steering system is steering-box travel. The amount of travel directly affects the vehicle’s ability to turn sharply enough to maneuver in tight places. The TCP rack and pinion duplicates the factory system’s travel of 6-3/8”. Major-OEM-manufactured rack and pinions are generally designed for later vehicles with shorter steering arms, which have a shorter travel requirement, typically 5-1/2”. Therefore, most late-model racks are not built with adequate travel for classic applications, resulting in a significant increase in turning radius if used in a conversion.

Six Keys to a Successful Rack-and-Pinion ConversionSix distinct features are mandatory for a successful conversion to rack-and-pinion steering: Tires must turn as far as a factory system. Steering column must provide adequate header clearance. Correct steering geometry must be maintained. Installation must not decrease ground clearance. Frame- stiffening crossmember is required. System must allow comfortable road feel. Our patented line of superior components are the only systems on the market that provide all of these features!

Comet ’60-65, Cougar ’67-70, Falcon ‘60-65, Mustang ‘64-70, Ranchero ‘60-65

Model YearComet 1960-1965Cougar 1967-1970Falcon 1960-1965Mustang 1964-1970Ranchero 1960-1965

Part Number Application PriceTCP RCKMS-FD Manual rack for stock (OEM) column $1,462-upTCP RCKMA-FD Manual rack with aftermarket column 2,161-upTCP RCKPS-FD Power rack for stock (OEM) column 2,213-upTCP RCKPA-FD Power rack with aftermarket column 2,913-up

Note: 1960-66 model years require V8 spindles and tie rods.


STEERING

Now in Right-Hand Drive!

Call for info

NAVIGATION BUTTONS



(5) Frame-stiffening crossmember is requiredOnce installed, the rack replaces the factory structural crossmember and provides an improvement over the original design. Our rack and pinion’s main structure is a straight length of steel tubing, 20 percent larger in diameter than the original factory brace, plus stronger in both compression and torsion. The rack tubes in other racks were not designed as structural components

(4) Must not decrease ground clearanceIn a successful effort to maximize ground clearance, our rack takes the place of the factory tubular crossmember at the rear of the oil pan. Different-length brackets are used, depending upon engine type, to keep the rack above the lowest portion of the oil-pan sump, but allow clearance above for high-capacity, aftermarket pans. Other rack conversions decrease ground clearance and become the lowest point of the car. This would allow the rack to touch the ground when going over speed bumps, or in the event of a flat tire.

and are not strong enough to act as a crossmember. Four mounting brackets secure to the original frame-rail location and directly to the lower-control-arm mounts. Joining the vertical and horizontal mounting planes through the rack improves consistency of the lower-control-arm suspension and inner-tie-rod steering geometries.

(3) Maintain correct steering geometryCorrect center-link position is extremely critical to steering geometry; any deviation from this position will result in “Ackermann” problems and “bump steer.” Ackermann is a difference in steering angle between the front wheels, with the inside tire turning at a sharper angle to follow a tighter radius. Incorrect Ackermann geometry leads to excessive tire wear and poor cornering. Bump steer is a change in toe during suspension travel due to incorrectly placed tie-rod pivot points. Avoiding these problems can only be accomplished by using a center-take-off rack, which uses a center link as the inner-tie-rod attachment point. This is the only style of rack that allows the exact duplication of the stock inner-tie-rod positions. The physical limitations of standard OEM end-take-off racks, which position the inner tie rods outboard of the gear box, do not allow duplication of the required dimensions.

(6) System must allow comfortable road feelThe TCP rack and pinion offers superior road feel over factory and other aftermarket steering systems due to its simple, efficient design. A key difference is the use of straight-cut gears as opposed to helical (angled) gears found in OEM racks. Straight-cut gear teeth have the benefit of directly driving the rack gear in the desired direction. Helical gears use a sliding action across multiple contact surfaces that increases friction and wear. This contact angle also wastes some of your steering effort into forcing the pinion gear in and out of the gearbox, which adds additional friction and wear.

Three elements of our power-steering system enable the level of assist to be varied to meet individual driver needs. The system can be adjusted to have low effort at the steering wheel for easy maneuvering in mostly low-speed conditions. For high-speed driving and racing, the steering effort can be increased to give the driver better road feel through increased feedback. Initially set at the middle of our required range, the power steering pump output flow valve (1) can be easily changed to provide eight additional assist levels. Settings outside the range of the flow valves can be accomplished by changing the internal torsion bar (2), shifting the base point of the tuning range. Many vehicles have a tendency to drift right or left while going straight. The causes for this are numerous and many cannot be resolved. To improve this problem, steering bias can be adjusted to perfectly center itself by a simple adjustment on the servo (3).


STEERING

Mustang, 1965-1966

Mustang, 1967-1969

(3)

←←

←(2)

(3)

(1)←

NAVIGATION BUTTONS


Perfect Power SteeringThe complete power-steering system is designed with matched fluid volumes, flow rates and pressure requirements to deliver a tight, responsive feel with adequate feedback. This balance of feedback and assist is not possible with any combination of OEM pumps or steering units. OEM flow rates and pump-output response curves provide over-assisted, nonlinear steering. All hydraulic components with the exception of the pump and reservoir are integral to the rack-and-pinion assembly, completely eliminating externally mounted units and leaky flexible hoses. Fluid is transferred through stainless-steel hardlines to the internal hydraulic cylinder, minimizing any loss of pressure from hose flex. All fittings and lines are routed on top of the rack and pinion to reduce risk of damage from road debris.

Additional Exclusive FeaturesUnmatched Component StrengthThe rack and pinion’s internal components were designed to exceed durability levels of competitor and OEM steering systems. The overall strength of the gears is greatly increased by using a 30° pressure angle. This difference creates a 60%-broader gear-tooth base and avoids the undercutting of the pinion-gear teeth common on OEM racks. For ultimate strength and wear resistance, pinion gears are manufactured from 4150 chrome-molybdenum alloy steel. Rack gears are built from high-quality alloy steel and feature a 25%-larger diameter than any OEM or aftermarket rack in our immediate market. As a result, the gear-tooth contact surfaces are also increased in size and load capability.

True Performance SteeringThe TCP rack and pinion boasts the quickest steering ratio in our market, with a responsive 2.09” per turn and three turns lock-to-lock. A 25-50% increase in travel per turn is realized over the factory-standard 4-5/8-turn and performance 3-3/4-turn systems. Steering response is more in line with that of a modern sports car, truly bringing enjoyment to the act of driving your classic.

To maintain precise gear lash, a unique, springless system is used. Standard OEM racks use spring pressure against a plastic bushing to remove any slack between gears. This constant pressure adds friction and increases component wear. Our system uses a bronze bearing for reduced wear and minimal friction. The bearing is positioned by an adjustable mechanism to precisely maintain correct gear lash without adding resistance to the steering. This method is superior in efficiency, wear and support against gear separation.

Center-Link StabilityFastened directly into the rack gear is the billet-steel center link, by means of two specially machined studs. To create a stable attachment area, spacing between the studs is increased to nearly four times the spacing found on competitors’ adapted center-take-off racks. Forces from the tie rods produce torque centered on the center-link attachment points. Center links with closely mounted studs provide little support, allowing deflection in the steering system and reduced responsiveness. The distance between the TCP studs is greater than the unsupported length of the center link and reduces the mechanical leverage of the tie rods.


STEERING

TCP

Competitor

TCP gear

Competitor’s gear

NAVIGATION BUTTONS



Included Column ComponentsVehicle-specific installation kits are included in the rack- and-pinion sales kit. Component sets are available for use of factory or aftermarket steering columns.

Non-collapsible steering columns were in use from 1960 through early 1967. Most vehicles’ column tube and steering shaft were supported directly by the steering box. Rack installation requires the column tube to be shortened, the steering shaft replaced, and the addition of a firewall mount. The remaining early 1967 vehicles featured a shortened column tube, factory firewall mount and rag joint, but remained non-collapsible. These applications are supplied a correct-length steering shaft with roller-bearing assembly (Photo 1) and pivoting firewall mount with factory seal (Photo 2). Non-collapsible tilt or swing-away columns must upgrade to factory collapsible or aftermarket columns.

Late-1967-through-1970 steering columns feature a slip-fit collapsible steering shaft and can be identified by measuring the 1”-diameter shaft above the rag joint. A replacement lower slip shaft, roller-bearing assembly and firewall seal (Photo 3) are provided.

All installations also receive an intermediate-steering-shaft kit with needle-bearing universal joints. Various U-joint sets are available to accommodate major aftermarket column manufacturers and high-misalignment applications (Photo 4).

TCP’s non-collapsible replacement-steering-shaft kit includes model-specific steering shaft with factory steering wheel spline/taper, column roller bearing and retainer. Bearing retainer features a cut-away slot for use with a factory column-shift lever or ignition-lock-out lever.

Pivoting column-firewall mount supports the lower end of steering-column tube following removal of factory steering box. Replacement firewall seal also included.

Lower collapsible steering shaft replaces factory slipshaft fitted to rag joint. Features “Double-D” shaft end for universal-joint attachment. Column roller-bearing-retainer assembly and firewall seal included.

Intermediate shaft with universal joints. U-joints are specific to steering column and vehicle model.

Part Number ApplicationTCP COLM-01 1964-to-early-1967 Mustang/CougarTCP COLM-02 1960-1965 Falcon/Comet

Part Number Application

TCP COLM-04 1964-to-early-1967Mustang/Cougar

TCP COLM-05 1960-1965 Falcon/Comet

Part Number Application

TCP COLM-03 Late-1967 to 1970 Mustang/Cougar

Part Number ApplicationTCP ISFT-01 Stock MustangTCP ISFT-02 Stock FalconTCP ISFT-03 Flaming RiverTCP ISFT-04 Ididit


STEERING

Photo 2 Photo 3 Photo 4

Photo 1

NAVIGATION BUTTONS


Part Number Description PriceIDT 1120644051 Mustang 64-66 - Tilt Steering Column Kit (Left-Hand Drive - USA), Black Painted Finish $720.10

IDT 1120644020 Mustang 64-66 - Tilt Steering Column Kit (Left-Hand Drive - USA), Chrome Finish 720.10

IDT 1120644010 Mustang 64-66 - Tilt Steering Column Kit (Left-Hand Drive - USA), Paintable Steel 583.65

IDT 1260642051 Mustang 64-66 - Tilt Steering Column Kit (Right-Hand Drive - Australia), Black Painted Finish 781.99

IDT 1260642020 Mustang 64-66 - Tilt Steering Column Kit (Right-Hand Drive - Australia), Chrome Finish 781.99

IDT 1260642010 Mustang 64-66 - Tilt Steering Column Kit (Right-Hand Drive - Australia), Paintable Steel 645.54

IDT 1120645051 Mustang 67 - Tilt Steering Column Kit (Left-Hand Drive - USA), Black Painted Finish 720.10

IDT 1120645020 Mustang 67 - Tilt Steering Column Kit (Left-Hand Drive - USA), Chrome Finish 720.10

IDT 1120645010 Mustang 67 - Tilt Steering Column Kit (Left-Hand Drive - USA), Paintable Steel 583.65

IDT 1260643051 Mustang 67 - Tilt Steering Column Kit (Right-Hand Drive - Australia), Black Painted Finish 781.99

IDT 1260643020 Mustang 67 - Tilt Steering Column Kit (Right-Hand Drive - Australia), Chrome Finish 781.99

IDT 1260643010 Mustang 67 - Tilt Steering Column Kit (Right-Hand Drive - Australia), Paintable Steel 645.54




IDT 1250644051 Mustang 68-69 - Tilt Steering Column Kit (Right-Hand Drive - Australia), Black Painted Finish 815.30

IDT 1250644020 Mustang 68-69 - Tilt Steering Column Kit (Right-Hand Drive - Australia), Chrome Finish 815.30

IDT 1250644010 Mustang 68-69 - Tilt Steering Column Kit (Right-Hand Drive - Australia), Paintable Steel 685.34




ididit™ Tilt Steering Columnsididit™ tilt steering columns can be purchased for use with stock steering systems, and are also offered as an option with our rack-and-pinion package. Known for manufacturing the best quality and best fitting aftermarket columns, ididit™ has been enhancing the driving experience for over 30 years. Column lengths are specific to our rack-and-pinion installation and provide improved universal-joint alignment compared to competitors’ aftermarket columns. Columns feature 8-position tilt mechanism, self-canceling turn signals, Ford turn-signal switch and top shaft, and floor mount with replacement gasket.

Column and installation accessories are included in complete rack-and-pinion sales kits and do not require separate purchase. (TCP RCKMA-FD, TCP RCKPA-FD)

Columns can also be purchased separately for use with the rack and pinion at a later date, using part numbers shown.

Note: Aftermarket columns are not compatible with Rally-Pac gauge pod.


STEERING

1967 Left Hand Drive

1964-65 Right Hand Drive

1968 Left Hand Drive

NAVIGATION BUTTONS



Complete Tie-Rod SetsDirect-replacement tie-rod sets can also be purchased with our heavy-duty, billet adjusting sleeves included. High-quality tie rods, come complete with dust boots, zerk fittings and hardware.

Billet Tie-Rod-Adjuster SleevesOur heavy-duty, billet tie-rod-adjusting sleeve directly replaces the factory stamped-steel, split-tube design. The seamless sleeve features a 1” hex to facilitate precise toe adjustment and tightening of the zinc-plated jam nuts. Left-handed threads are indicated by offset position of the sleeve hex and yellow zinc coating on jam nuts. A 50%-greater wall thickness and a 40%-larger thread-contact area provide improved strength over the factory design and eliminate any sleeve deflection. Internal threads extend 1-3/4” to a centered stop, enabling a total adjustment range of 2-1/8”. Direct replacement for OEM

stamped-steel, clamp design (MOOG-ES2004S)

Also available for select 1960-1973 models of Comet, Cougar, Cyclone, Fairlane, Falcon, Maverick, Mustang, Montego, Ranchero and Torino. See application chart (Page 11) for expanded list.

Bump-Steer Tie-Rod AssembliesThe TCP bump-steer kit replaces the factory outer tie rod and adjusting sleeve with an extended, billet-steel sleeve and high-strength, 4130-body rod end, unlike competitors’ low-grade, mild-steel rod ends. The tapered stud, along with a selection of shims, enable vertical adjustment of the outer pivot point at the steering arm. This added adjustment variable allows the vehicle’s suspension-travel toe-in characteristics to be altered for improved steering predictability. Kits are available with or without inner tie rods.

Model Year

Bump Steer Outer

Bump Steer Inner & Outer Adjuster Sleeve Only*

Billet Sleeve with Inner & OuterFor OEM Spindle

For TCP Spindle

Granada Spindle

For OEM Spindle

For TCP Spindle

Granada Spindle

$195.00 $287.00 $287.00 $287-up $71.00 $221.00 $221.00 $221.00

Mustang

1964 TIER-08 TIER-111 TIER-141 TIER-22 - TIER-051 TIER-161 TIER-181965-1966 TIER-08 TIER-111 or 2 TIER-141 or 2 TIER-22 TIER-04 TIER-051 or 2 TIER-161 or 2 TIER-181967-1969 TIER-09 TIER-12 TIER-15 TIER-23 TIER-04 TIER-06 TIER-17 TIER-191969 (Boss) TIER-10 TIER-13 TIER-13 TIER-24 TIER-04 TIER-07 TIER-07 TIER-201970-1973 TIER-10 TIER-13 TIER-13 TIER-24 TIER-04 TIER-07 TIER-07 TIER-20

Footnotes* Verify each shaft diameter and sleeve length prior to ordering. (Shaft = .688”; sleeve = 4.7”)1 Installation requires TCP rack and V8 spindles2 V8 with OEM manual steering


STEERINGNAVIGATION BUTTONS


STEERINGPower Steering Pump Kits

The integral reservoir pump simplifies installation and provides an OEM appearance when compared to the remote reseroir option. Kit inlcludes pump unit, mounting braket set, and stainless braided hose kit.

TCP Integrated Reservoir Pump Kit (TCP PSP-FD-IR)

TCP Remote Reservoir Pump Kit (TCP PSP-FD)

TCP PSP-FD

Remote-reservoir pump kit - Includes mounting bracket set, hose kit, hose bracket, and remote-mounted billet reservoir

$719.00

Bracket Options

260, 289, 302,351W, or 351C Included

390, 427, or 428 Add 29.00Pulley Options

5” V-belt or 4-7/8” 6-rib serpentine Included

Hose OptionsBlue OEM (fabric covered) Included

Stainless steel braided Add 120.00

Reservoir 14-degree inner fender mount add 30.00

TCP PSP-FD-IR

Integral-reservoir pump with 6” V-belt pulley, mounting bracket set, stainless-braided hose kit, and hose bracket

$765.00

Bracket Options260, 289, 302,351W, or 351C Included

390, 427, or 428 Add 29.00

Pulley Options 5” V-belt or 4-7/8” 6-rib serpentine Included

TCP Series PumpsThe base TCP power steering pump system is comprised of a OEM-style, aluminum bodied power steering pump, with adequate flow to comfortably meet the requirements of our rack-and-pinion servo. Hydraulic-assisted brake systems can also be supported utilizing our base power steering pumps. TCP pumps are available in remote-reservoir or integral-reservoir configurations, with polished billet V-belt or serpentine pulley.

Features:• Aluminum body• Polished billet pulleys• 17mm shaft diameter• Remote reservoir: -6 output, -10 input• Integral reservoir: -6 output, 3/8” return


NAVIGATION BUTTONS



STEERINGPower Steering Pump Kits

Pro Remote Reservoir Pump Kit (TCP PSP-FD-PRO)

Pro Remote Reservoir Pump Kit (TCP PSP-FD-PIR)

TCP PSP-FD-PRO

Remote-reservoir PRO pump with pulley, mounting bracket set, stainless-braided hose kit

$1,091.00


390, 427, or 428 Add 29.00


Hose OptionsBlue OEM (fabric covered) Included

Stainless steel braided Add 120.00

Reservoir 14-degree inner fender mount add 30.00

TCP PSP-FD-PIR

Integral-reservoir PRO pump with 6” V-belt or 4.25” 6-rib serpentine pulley, mounting bracket set, blue hose kit, hose bracket, and remote-mounted billet reservoir

$1,048.00


390, 427, or 428 Add 29.00


Pro Series PumpsThe new Pro Series power steering pump the first pump specifically designed and engineered for racing and high performance use without any production car components, is the result of 2 years of research and development that included input from aftermarket industry leaders in performance steering system development. The pump marries components such as tunable flow valves, spline drive bolt-on pulleys, double bolt patterns, and ball and roller shaft bearings with new and improved pump technologies such as a micro-honed piston bore for quick and smooth response and ported low turbulence internal passages, and a unique pump design to deliver the most versatile, durable, and efficient pump ever manufactured.

Features:• Calibrated, tunable flow curve• Runs up to 20 degrees cooler• 9,000rpm maximum pump speed• 1600psi maximum pressure relief• Hard coated and micro-honed piston

bore for precise flow control and instantaneous pressure relief

• Large unrestricted intake flow path to prevent fluid cavitation

• All internal openings are CNC ported for lowest possible turbulence


NAVIGATION BUTTONS


STEERING

Pro-Pump Flow-Control ValvesChanging the output-flow-control valve alters the steering system’s baseline pressure. Baseline pressure provides instantaneous response to steering input and

determines the initial feel of the steering. The valve is easily changed and does not require the system to be drained. The standard 8-liters-per-minute (lpm) valve comes already installed on the pump. Additional valves sold separately.

Part Number lpm gpm % Price

25304 4 1.05 50 $28.00

25305 5 1.32 63 28.00

25306 6 1.59 75 28.00

25307 7 1.85 88 28.00

25308 8 2.11 100 23.00

25309 9 2.38 112 28.00

25310 10 2.64 125 28.00

25311 11 2.91 137 28.00

25312 12 3.17 150 28.00

Bracket SetsEngine-specific mounting-bracket sets fit common engine combinations. For custom applications, a mounting-bracket blank set is available. All kits include bracket with machined tensioning slot, aluminum mounting spacer, stainless-steel shim set and applicable mounting hardware. Bracket set included in complete pump-sales kit.

TCP PBS-FD-01 Ford Small-Block Short Deck: 260, 289, 302 Note: Installation with 5.0 EFI conversion requires modification to A/C bracket.

TCP PBS-FD-02 Ford Small-Block Tall Deck: 351W, 351C, 400M

TCP PBS-FD-03 Ford Big-block FE: 390, 427, 428

TCP PBS-FD-UNIV Universal (blank bracket): Machining required

Part Number Engine Group Specific Block PriceTCP PBS-FD-01 Small-block, short-deck 260, 289, 302 $133.00

TCP PBS-FD-02 Small-block, tall-deck 351W, 351C, 400 133.00

TCP PBS-FD-03 Big-block, FE 390, 427, 428 133.00

TCP PBS-FD-UNIV Universal 6x6” blank bracket 133.00

Power Steering Pump AccessoriesComponents shown below are included or optional with pump kit purchase. Sold separately at prices listed.


NAVIGATION BUTTONS



STEERINGPower Steering Pump Accessories

TCP HOSE-02 - Stainless Teflon Racing Hose-6 Hose: 72” length, 2500 psi, 28 Hg, 4” bend radius-10 Hose: 36” length, 2500 psi, 28 Hg, 6.5” bend radius (TCP HOSE-04 includes -6 components only)Hose Ends: steel, field-attachable, clear zinc finish

TCP HOSE-02 For pumps with remote reservoir, -6 and -10 hoses and fittings $308.00

TCP HOSE-04 For PRO pump with integral reservoir, -6 hoses and fittings 195.00

TCP HOSE-05 or TCP pump with integral reservoir, -6 hoses and fittings

174.00

TCP HOSE-03 Hose Support Bracket $30.00

TCP HOSE-01 For pumps with remote reservoir, -6 and -10 hoses and fittings $236.00

TCP HOSE-01 - Blue Fiber Covered Hose -6 Hose: 84” length, 2500 psi, 28 Hg, 4” bend radius -10 Hose: 36” length, 2500 psi, 28 Hg, 5.5” bend radius Hose Ends: steel, field-attachable, yellow zinc finish

TCP HOSE-03 - Hose Support BracketThe support bracket attaches to the motor mount bracket. Kit includes two sizes of clamps to fit TCP HOSE-01 or TCP HOSE-02.

Billet Remote ReservoirOur polished-billet-aluminum remote reservoir is the finest available anywhere. The internal baffle design with O-ring sealed, vented cap prevents splash over, eliminates system pressure fluctuations. Fluid turbulence and aeration are greatly reduced by an innovative internal return tube design. A sleek, low-profile, mounting bracket with internal key-lock design hides all hardware and securely grips the reservoir. The 100-percent billet-aluminum construction provides an extra fluid capacity of up to 15 oz., in a mirror-polished, compact design. To position the reservoir upright, against the inner-fender panel, a 14-degree adapter block (PSR-01) is available. -6 and -10 male AN fittings are included to complete the installation. Overall dimensions: 2-7/8” OD x 8-3/4” H (Cap: 3” OD)

Power Steering Hose Kits

TCP PSR-02 Billet remote reservoir, polished $185.00

TCP PSR-01 Reservoir 14-degree adapter 40.00

Components shown below are included or optional with pump kit purchase. Sold separately at prices listed.


NAVIGATION BUTTONS


Front Suspension SystemsTotal Control offers the finest front suspension conversions for vintage Mustangs and classic Fords. We offer three complete systems with the primary difference being type and configuration of the spring. See the following pages for details on each individual component.

VariShock Air-Spring SuspensionAir-spring equipped vehicles offer some additional benefits. Besides proven excellence in handling performance, you also have the advantage of exceptional ride characteristics, and the ability to set your vehicle on the ground for jaw-dropping static displays.

Part Number Description PriceTCP FASS-FD Front air-spring suspension system $2,625-up

Coil-Spring SuspensionIf your motorsport sanctioning body does not allow coil-over suspension or you prefer OEM similarity of coil springs, but still need excellent handling, then our coil-spring system is the one for you. It’s variable rate springs and adjustable-valve VariShock Bolt-Ins represent the state-of-the-art for coil-spring systems. Available in two versions: Core Component System consisting of upper and lower control arms, and strut rods; Front Coil-Spring Suspension includes core system plus springs, bolt-in VariShocks, lower spring perch rocker, and urethane upper spring isolator.

Part Number Description PriceTCP FACS-FD Control-arm core system $1,698-upTCP FCSS-FD Front coil-spring suspension 2,378-up

Coil-Over ConversionFor precise adjustment of all aspects of the front suspension and ultimate handling, our coil-over conversion is the only choice. This system features a fully adjustable, coil-over shock, custom made by VariShock, exclusively for Total Control. The specifically engineered design allows our coil-over to fit and perform better than kits made with “off-the-shelf” shocks.

Part Number Description PriceTCP FCOC-FD Front coil-over conversion system $2,611-up


FRONT SUSPENSION

TCP FASS-FD

TCP FCSS-FD

TCP FCOC-FD

NAVIGATION BUTTONS



Air-Spring Front Suspension System


FRONT SUSPENSION

Double-convoluted

air bag

Aluminum shock body

Top-mount ride height

options

Adjustable shock valving

Dropped pivot shaft (option)

Caster/camber adjuster

Teflon®-lined rod ends

TrueCenter pivot technology

Forged spindle (option)

Caster-adjustment friendly joint

Caster adjuster

Urethane bushing crossbar

Billet-stainless top cap

Spherical-bearing top

mount

TCP FASS-FDUpgrade

to QuickSet 2! $100 each with

system purchase Save $75

NAVIGATION BUTTONS


Coil-Spring Front Suspension System


FRONT SUSPENSION

Urethane eye bushings

Urethane spring isolator

Performance-Series coil

spring

Silver powder-coat finish

Aluminum shock body

Crossbar fits OEM mount

Aluminum shock eye







Caster-adjustment friendly joint Caster adjuster

TCP FCSS-FD

NAVIGATION BUTTONS



Front Coil-Over Conversion System


FRONT SUSPENSION

TCP FCOC-FD

TCP exclusive tapered shock base for greater anti-roll

bar clearance

Hard-chrome, steel piston rod

Selectable rate VariSpring

One-piece, locking spring collar

Urethane eye bushings

Direct-fit upper mount







Full-height clevis gusset

Billet-aluminum shock mount

1” extended eye available

Caster-adjustment friendly joint

Upgrade to QuickSet 2! $100 each with


NAVIGATION BUTTONS


Front Coil-Over ConversionThe TCP front coil-over conversion is a fully adjustable suspension system that utilizes the key factory mounting locations to greatly simplify installation. With over 10 years of production, development and testing, the TCP coil-over is the most mature and refined front suspension system available for vintage Mustangs and other classic Fords; moving past our original design that others have copied. You can be assured of exact-fit installation, bind-free operation, effective and predictable suspension-tuning changes, with unmatched strength and performance. Our all-new, exclusive TrueCenter pivot sockets and tubular suspension components provide extremely precise control over the spindle’s travel arch with linear resistance. Suspension-geometry improvements include: lower center of gravity, higher roll center, reduced vehicle roll rate, quicker negative-camber gain, increased compression travel, reduced rebound travel to limit body roll, more-desirable shock-motion ratio, and correct axis and length of lower arm assembly when utilizing factory mounting positions. A brand new, Total Control exclusive, billet-aluminum, offset-pivot-shaft option, enables precise relocation of the upper-control-arm pivot axis, for improved camber-gain geometry without the need to drill holes, or risk of error. Some applications require removal of the upper-coil-spring seat, using a common drill and supplied spot-weld-removal bit, to ensure a stable and accurate installation.

Five Main Suspension System Goals Our front coil-spring suspension design focused on five main goals. First, keep the tires’ contact patch flat on the road surface. Second, maintain precise control of suspension-travel arcs and spindle position. Then, control wheel movement without a harsh ride. Also, reduce the amount of body roll and pitch and, provide adjustability for tuning purposes. Our suspension achieves these goals to significantly improve performance without chassis modifications.

Optimize Tire Contact with Road The most important job of a suspension system is to keep the tire’s contact patch flat on the road. Factory suspension geometry allows the tire’s inside edge to lift as the suspension compresses and body rolls during cornering. This reduces the size of the tire-contact area and available traction, most commonly realized as front-end “push” or understeer. Our modified suspension geometry uses a relocated upper-control-arm-mounting position that causes the wheel to lean inward as the suspension compresses; known as “negative camber gain.” This geometry offsets the effect of body roll, keeping the tire in better contact with the road surface, and provides more available traction and cornering ability.

Precise Control of Suspension-Travel Arcs and Spindle Position A key to creating a stable and predictably-handling vehicle is precisely controlling the spindle position. Soft, rubber bushings and weak, stamped components of the factory suspension do a poor job of this, allowing erratic handling during braking and cornering. The biggest improvement comes from deflection-free TrueCenter pivot points, a TCP-exclusive design. Incompressible polymer races are used at each chassis pivot to allow precise movement of the spindle along the correct path without the increasing resistance of rubber bushings. Control arms and strut rods are constructed from tubular steel to create deflection-free, rigid suspension components and further enhance accuracy.

Model YearComet 1960-1967

1971-1977Cougar 1967-1973Cyclone 1964-1971Fairlane 1966-1971Falcon 1960-1970Maverick 1970-1977Montego 1968-1971Mustang 1964-1973Ranchero 1960-1971Torino 1968-1971

See application chart for expanded list

Part Number Description PriceTCP FCOC-FD Coil-over system, QuickSet 1, single-adjustable $2,611-up

OPTION Drill jig (for use with standard pivot shaft) 49.00

OPTION Dropped “no-drill” pivot shaft 60.00

OPTION Second set of springs (for advanced tuning) 100.00

OPTION QS2 double-adjustable shocks - Save $75 200.00

OPTION Q4R remote-reservoir 4-way coil-over shocks 1,300.00

OPTION Forged spindles 411.00

OPTION Anti-roll bar 277-up


FRONT SUSPENSION

TrueCenter Technology

Shown with optional spindle, dropped pivot shaft,

and QuickSet 2 coil-over.

NAVIGATION BUTTONS



Better Control of Wheel Movement Without Degrading Ride Quality Improving control of wheel movement over bumps without sacrificing ride quality is not possible with the stock suspension. The stock spring perch position is roughly centered along the length of the control arm and transfers much of the road vibration directly into the chassis. By relocating our lower coil-over mount closer to the spindle, the majority of road vibration is transferred directly into the spring and shock. The improved geometry allows use of a lighter, lower rate spring for significantly improved control without degrading ride quality. To take full advantage of the outboard mounting position, a complete custom shock absorber was developed by our sister company, VariShock. Installed height, travel, valving range and mounting configuration are built to our exact specifications, whereas other manufactures are forced to compromise with “off-the-shelf” products. Our system provides a full 5-1/2” of wheel travel.

Better Control of Chassis Movement A noticeable handling difference between 1960s’ and more-modern vehicles is the amount of chassis movement, such as body roll and brake dive. By relocating suspension-mounting points and lowering ride height approximately 2 inches, the front roll-center height is moved closer to the vehicle’s center of gravity. A shorter distance between these two points allows the shocks, springs and anti-roll bar to better control chassis movement, resulting in better handling.

Adjustability for Suspension Tuning Adjustment of caster, camber, toe, ride height, and shock valving, plus a selection of spring rates, enable fine tuning to meet the specific needs of your vehicle. Caster and camber are controlled by adjusting the upper arm, lower arm and strut rod to various lengths. The available adjustment range exceeds the limits of factory suspension, allowing more-aggressive alignment specs for high-performance applications. Toe adjustment is made with our optionally available, heavy-duty, billet tie-rod-adjuster sleeve. Ride-height adjustment allows the vehicle to be corner-balanced to maximize traction and achieve the desired stance. The VariShock coil-over features 16-position compression- and rebound-valve adjustments, enabling a wide range of combinations. Spring rates range from 310 to 750 lbs/in. to accommodate the complete range of performance and ride-quality applications, and can be changed with minimal effort.

VariShock QuickSet Adjustable Coil-Overs To take full advantage of the outboard mounting position, a complete custom shock absorber was developed by our sister company, VariShock. Installed height, travel, valving range and mounting configuration are built to our exact specifications, whereas other manufactures are forced to compromise with “off-the-shelf” products. QuickSet 1 single-adjustable coil-over is standard. Optionally available is the QuickSet 2 double-adjustable coil-over with independent bump and rebound adjustment for the ultimate in ride and handling adjustability.

Front Coil-Over Upgrade For customers who have already purchased our complete standard suspension components and would like to take the next step to a coil-over system, we have upgrade kits available. Kits include VariShock QuickSet 1 adjustable shocks with springs, coil-over upper arm (less hardware), balljoints, and upper and lower shock-mount assemblies.

Part Number PriceTCP FCOU-FD $1,492.00

Second Set of Springs (for advanced tuning) Add 100.00


FRONT SUSPENSION

Stock-upper-arm motion ratio = .298

TCP-lower-arm motion ratio = .604

NAVIGATION BUTTONS


Front Coil-Spring SuspensionThe TCP front coil-spring suspension is a fully adjustable suspension system that utilizes the key factory mounting locations to greatly simplify installation. With over 10 years of production, development and testing, the TCP suspension components comprise the most mature and refined front suspension system available for vintage Mustangs and other classic Fords; moving past our original design that others have copied. You can be assured of exact-fit installation, bind-free operation, effective and predictable suspension-tuning changes, with unmatched strength and performance. Our all-new, exclusive TrueCenter pivot sockets and tubular suspension components provide extremely precise control over the spindle’s travel arch with linear resistance. Suspension-geometry improvements include: lower center of gravity, higher roll center, reduced vehicle roll rate, quicker negative-camber gain, increased compression travel, reduced rebound travel to limit body roll, and correct axis and length of lower arm assembly when utilizing factory mounting positions. A brand new, Total Control exclusive, billet-aluminum, offset-pivot-shaft option, enables precise relocation of the upper-control-arm pivot axis, for improved camber gain geometry without the need to drill holes, or risk of error.

Five Main Suspension System Goals Our front coil-spring suspension design focused on five main goals. First, keep the tires’ contact patch flat on the road surface. Second, maintain precise control of suspension-travel arcs and spindle position. Then, control wheel movement without a harsh ride. Also, reduce the amount of body roll and pitch and, provide adjustability for tuning purposes. Our suspension achieves these goals to significantly improve performance without chassis modifications.

Optimize Tire Contact with Road The most important job of a suspension system is to keep the tire’s contact patch flat on the road. Factory suspension geometry allows the tire’s inside edge to lift as the suspension compresses and body rolls during cornering. This reduces the size of the tire-contact area and available traction, most commonly realized as front-end “push” or understeer. Our modified suspension geometry uses a relocated upper-control-arm-mounting position that causes the wheel to lean inward as the suspension compresses; known as “negative camber gain.” This geometry offsets the effect of body roll, keeping the tire in better contact with the road surface, and provides more available traction and cornering ability.

Precise Control of Suspension-Travel Arcs and Spindle Position A key to creating a stable and predictable-handling vehicle is precisely controlling the spindle position. Soft, rubber bushings and weak, stamped components of the factory suspension do a poor job of this, allowing erratic handling during braking and cornering. The biggest improvement comes from deflection-free TrueCenter pivot points, a TCP-exclusive design. Incompressible polymer races are used at each chassis pivot to allow precise movement of the spindle along the correct path without the increasing resistance of rubber bushings. Control arms and strut rods are constructed from tubular steel to create deflection-free, rigid suspension components and further enhance accuracy.




Part Number Description Price

TCP FACS-FD Control-arm core system (upper and lower arms, and strut rods only) $1,698-up

TCP FCSS-FD Coil-spring system, QuickSet 1, single-adjustable $2,378-upOPTION Drill jig (for use with standard pivot shaft) 49.00

OPTION Dropped “no-drill” pivot shaft 60.00

OPTION Anti-roll bar 277-upOPTION QuickSet 2, double-adjustable shocks, Save $75 200.00

OPTION Forged spindles 411.00

Shown with optional spindle, dropped pivot shaft,

and QuickSet 2 coil-over.


FRONT SUSPENSIONNAVIGATION BUTTONS



Better Control of Chassis Movement A noticeable handling difference between 1960s’ and more-modern vehicles is the amount of chassis movement, such as body roll and brake dive. By relocating suspension-mounting points and lowering ride height approximately 2 inches, the front roll-center height is moved closer to the vehicle’s center of gravity. A shorter distance between these two points allows the shocks, springs and anti-roll bar to better control chassis movement, resulting in better handling.

Adjustability for Suspension Tuning Adjustment of caster, camber, toe, and shock valving enable fine tuning to meet the specific needs of your vehicle. Caster and camber are controlled by adjusting the upper arm, lower arm and strut rod to various lengths. The available adjustment range exceeds the limits of factory suspension, allowing more-aggressive alignment specs for high-performance applications. Toe adjustment is made with our optionally available, heavy-duty, billet tie-rod-adjuster sleeve. VariShocks feature single or dual 16-position adjustments, enabling a wide range of settings.

VariShock Bolt-Ins, Adjustable Shocks To take full advantage of the factory mounting position, a complete custom shock absorber was developed by our sister company, VariShock. Installed height, travel, valving range and mounting configuration are built to our exact specifications, whereas other manufactures are forced to compromise with “off-the-shelf” products. QuickSet 1 single-adjustable shock is standard, offering 16 settings at which both bump and rebound are adjusted simultaneously. This offers a good compromise between the ultimate tuneability of the QuickSet 2 and affordability of the QuickSet 1. Optionally available is our double-adjustable QuickSet 2, which allows individual control of vehicle separation (rebound) and settling (bump) independent of each other. This gives the ability to tune your suspension for desired ride quality or specific track conditions for ultimate performance.

Performance-Series Coil SpringsPerformance-Series springs offer increased performance with linear srping rate and predictable handling characteristics. A linear spring rate is preferred for high performance driving applications, but will have a stiffer, performance feel compared to OEM springs. Ride height is approximately 1” lower than stock height. Total Control’s Performance-Series coil springs offers you the best way to get the ride and handling you want for your classic Mustang. Springs are made from high-strength alloy steel and wound on a specialized CNC spring coiler, then powder coated for a lasting, quality appearance. Available for 1964 to 1973 Mustangs and related Ford/Mercury vehicles.




Compressor Systems

Part Number Description PriceART REM7500 Remote control, RidePro e2 or LevelPro, (pair) $150.00

VAS 310-4331 RidePro e2™, 4-way electronic control system 1,495.00

VAS 310-4431 LevelPro™, 4-way electronic control system 1,999.00

ART APOD4000LE3 LevelPro™ AirPod, 3-gal., single compressor 2,400.00

ART APOD4000E3 RidePro™ AirPod, 3-gal., single compressor 1,900.00

ART APOD4100L LevelPro™ AirPod, 5-gal., single compressor 2,600.00

ART APOD4100E3 RidePro™ AirPod, 5-gal., single compressor 2,100.00


FRONT SUSPENSIONBolt-On Air-Spring SuspensionConverting the stock front suspension of your 1960 to 1977 Ford/Mercury to air suspension is now a simple bolt-on procedure. Our exclusive modular shock-tower-adapter system and spherical-stem assembly can give you a choice of stock or lowered ride-height range and can be used for a broad variety of vehicles and performance applications. The tower adapter and lower crossbar replaces the factory shock mount and lower spring perch respectively. Lightweight billet-aluminum VariShock air-springs are available in 16-position single-adjustable or 256-combination double-adjustable versions and provide 6” of suspension travel. Kits include VariShock air-spring shocks, 90-degree air fitting, tower adapters with reinforcement plate, mounting hardware, and spot weld removal tool.

Shown with optional forged spindle

Part Number Description PriceTCP FASS-FD Front air-spring suspension system, includes

upper arms, lower arms, and strut rods $2,625-up

OPTIONS Double-adjustable shocks, anti-roll bar, forged spindles, billet stem caps, eccentric eliminator kit, dropped pivot shafts




Bolt-On VariShock Air SpringsInstallation is very straightforward, utilizing existing mounting locations exclusively. The lower crossbar replaces the factory spring perch and can be mounted directly to a TCP or factory upper control arm. The upper mount utilizes the factory shock-tower mounting holes. Some installations may require modification of the upper coil-spring seat. A sturdy, billet-aluminum mount is positioned underneath the shock tower and reinforced by a top plate that sandwiches the shock-tower sheet metal, helping to evenly distribute loads.

Model Year Adjustability Part Number PriceCougar 1967-1970 Single VAS 13M21F1 $1,179.00

Double VAS 13M21F2 1,379.00

Mustang 1964-1966 Single VAS 13M11F1 1,179.00


1967-1970 Single VAS 13M21F1 1,179.00


Cap optional

NAVIGATION BUTTONS



Converting the stock front suspension of your 1960 to 1977 Ford/Mercury to coil-over shocks is now a simple bolt-on procedure. Our exclusive modular shock-tower-adapter system and spherical-stem assembly gives you a choice of stock or lowered ride heights and can be used for a broad variety of vehicles and performance applications. The tower adapter and lower crossbar replace the factory shock mount and lower spring perch respectively. Lightweight billet-aluminum VariShock coil-overs are available in 16-position single-adjustable or 256-combination double-adjustable versions and provide 7-1/2” of suspension travel. Choice of spring rates range from 400 to 750 lb/in., suitable for street-friendly ride quality to larger-vehicle handling performance. A second set of different rate springs can also be selected as an option for tuning purposes. Kits include shocks, springs, tower adapters with reinforcement plate, mounting hardware, and spot weld removal tool.

Bolt-On Coil-Over Conversion

Features• Bolts in with TCP or OEM upper control arms

• Year/model specific shock-tower adapters

• Choice of stock or lowered ride height

• Springs specific to vehicle weight/performance

• Greaseable spherical-stem upper shock mount

• Heavy-duty urethane-bushed lower crossbar

• Available in 16-position single-adjustable or 256-combination double-adjustable versions

• Works with TCP shock tower brace

Zero Offset Adapter1967-1973 Mustang (stock height)

1” Offset Adapter1967-1973 Mustang (1” lowered)1965-1966 Mustang (stock height)

2” Offset Adapter1965-1966 Mustang (1” lowered)

Polished-Billet- Stainless Cap (optional)

Spot-weld removal bit




Part Number Description PriceVAS 86MX1FX Bolt-on coil-over,

single adjustable VariShock

$879-up

OPTIONS Lowered ride height IncludedSpanner wrench 15.00

Spring-seat thrust bearings

39.00

2-1/2” spring compressor

55.00

Stainless stem caps 79.00

2nd set of springs for tuning

100.00




Upper Control Arms Mark II

The most notable feature of our upper control arms is the double-adjustment couplers. Adjustment range is 1”, with travel centered at the stock control-arm length. Caster can be varied within a 6-degree range and camber within 5-1/2 degrees. Alloy-steel rod ends feature low-friction, polymer-bearing races, eliminating deflection and the increasing resistance found with rubber and polyurethane bushings. New dropped pivot shaft, Mark II design eliminates the need to drill the shock tower to obtain the advantages of higher camber gain. Grade-8 fasteners secure the rod ends to the aluminum pivot shaft. The 1”-lowered mounting position improves negative camber gain and vehicle roll rate. Shim sets are provided to compensate for any major chassis variances. Each arm is constructed of 1x.156”-wall steel tubing with direct threads to the adjustment coupler. The broad, crimped end is robotic-spray-arc-welded to a ¼” steel bracket. The 4-bolt balljoint relocates the zerk fitting for easier access and allows a lower-profile bump cap to net a ¼” increase in suspension travel. New dropped style UCA and original straight Crossbar UCA are available. Arms are shipped fully assembled and include all necessary mounting hardware.

Kits include: upper control

arms, balljoints, alignment shims,

mounting hardware

Control arms available in standard (straight) or Mark II (dropped) configurations for coil-spring or coil-over

suspension.


FRONT SUSPENSION

Billet-aluminum construction

Machine-etched for easy orientationPrecisely relocates

upper arm axisSuspension offset

specific to model/year

Dropped pivot shaft

Straight pivot shaft

1-piece alignment shims for chassis variances

New Mark II pivot shaft simplifies

installation

NAVIGATION BUTTONS



Upper-Arm Drill JigLowering the mounting position of the upper control arm to improve the handling of classic Fords has been a common performance modification done since the 1960s, but never with the accuracy and ease that are now possible with our precision-laser-cut, steel drill jig. Previous methods involved drilling pilot holes using lightweight, flimsy templates or marks derived from a common ruler, leaving a large margin for error.

Our in-house, computer-controlled laser cutter makes perfect parts every time, so measurement errors are a thing of the past. Each drill jig is marked to show correct orientation and simply bolts to the factory mounting location. Heavy-gauge material is used to securely guide the full-size drill bit, so you only drill once for each hole. It’s the perfect tool for the do-it-yourselfer and a great timesaver for shops that perform this modification frequently.

Model Year

Straight Pivot Shaft Dropped Pivot Shaft Replacement Dropped

Pivot Shaft3

Lowering Drill JigCoil-Spring

ArmsCoil-Over

ArmsCoil-Spring

ArmsCoil-Over

Arms$699.00 pr. $699.00 pr. $751.00 pr. $751.00 pr. $60.00 ea. $50.00

Comet1960-1965 TCP UCA-011 TCP UCA-031 TCP UCA-061 TCP UCA-081 7905-031 TCP TOOL-011966-1977 TCP UCA-02 TCP UCA-04 TCP UCA-07 TCP UCA-09 7905-032 TCP TOOL-02

Cougar 1967-1973 TCP UCA-02 TCP UCA-04 TCP UCA-07 TCP UCA-09 7905-032 TCP TOOL-02

Cyclone1964-1965 TCP UCA-01 TCP UCA-03 TCP UCA-06 TCP UCA-08 7905-031 TCP TOOL-011966-1971 TCP UCA-02 TCP UCA-04 TCP UCA-07 TCP UCA-09 7905-032 TCP TOOL-02

Fairlane 1966-1971 TCP UCA-02 TCP UCA-04 TCP UCA-07 TCP UCA-09 7905-032 TCP TOOL-02

Falcon1960-1965 TCP UCA-011 TCP UCA-031 TCP UCA-061 TCP UCA-081 7905-031 TCP TOOL-011966-1970 TCP UCA-02 TCP UCA-04 TCP UCA-07 TCP UCA-09 7905-032 TCP TOOL-02

Maverick 1970-1977 TCP UCA-02 TCP UCA-04 TCP UCA-07 TCP UCA-09 7905-032 TCP TOOL-02

Montego 1968-1971 TCP UCA-02 TCP UCA-04 TCP UCA-07 TCP UCA-09 7905-032 TCP TOOL-02

Mustang1964-1966 TCP UCA-011 TCP UCA-031 TCP UCA-061 TCP UCA-081 7905-031 TCP TOOL-011967-1973 TCP UCA-022 TCP UCA-042 TCP UCA-072 TCP UCA-092 7905-032 TCP TOOL-02

Ranchero1960-1965 TCP UCA-011 TCP UCA-031 TCP UCA-061 TCP UCA-081 7905-031 TCP TOOL-011966-1971 TCP UCA-02 TCP UCA-04 TCP UCA-07 TCP UCA-09 7905-032 TCP TOOL-02

Torino 1968-1971 TCP UCA-02 TCP UCA-04 TCP UCA-07 TCP UCA-09 7905-032 TCP TOOL-02

Footnotes

1 Six-cylinder spindles must be upgraded to V8 spindles.

2 Excludes Boss 429.

3 Dropped pivot shaft for use with TCP upper control arm only.

Part Number Description Price7905-023 Replacement 4-bolt balljoint (each) $38.50

3112-075X063-R Replacement rod end (each) 35.00

Drill jig for use with standard pivot shaft control arms to accurately relocate suspension mounting holes

for improved geometry.


FRONT SUSPENSION

7905-023

3112-075X063-R

NAVIGATION BUTTONS


Lower Control Arms Mark II

Our TrueCenter pivot-socket, direct-replacement lower control arms improve suspension geometry by better controlling the balljoints’ travel arch. A 1-piece spherical bearing (80% larger in diameter than our previous rod-end design) and high-strength polymer races create a deflection-free, low-friction pivot point. Bearing preload is maintained with a threaded retaining ring and is secured by a locking set screw. A lubrication zerk fitting is easily accessed at the bottom of the housing. The 1-1/4”-shank socket housing and 1-1/8x.156”-wall steel tubes meet at an overlapping, robotic-spray-arc-welded joint. Balljoint and mid-plates made from ¼” steel plate eliminate deflection at the spindle and anti-roll-bar attachment points. Premium-quality, screw-in balljoints are used and can be replaced as necessary. Arms are shipped fully assembled and include Grade-8 mounting hardware.


FRONT SUSPENSION

TrueCenter Pivot TechnologyThe TrueCenter pivot socket is a deflection free, high load capacity, serviceable component that maintains bearing preload throughout the assembly’s service life. Non-compressible, low-friction, synthetic polymer bearing races eliminate deflection, reduce wear and remain linear in resistance, unlike rubber or polyurethane. Each TrueCenter pivot assembly is specially designed for its particular application allowing us to use the largest bearing diameter possible to maximize load bearing capability.

The assembly can also be lubricated with a

standard grease gun but differs from a balljoint or rod end in the ability to tighten the polymer races against the bearing if play should ever develop. TrueCenter pivot technology has been applied to our line of TCP lower control arms and strut rods, improving performance and serviceability.

Kits include: lower control arms, screw-in balljoints,

mounting hardware

Replaceable screw-in balljoint

Stable 1-1/8 x .156”-wall dual-tubular design

Outstanding-quality, robotic-spray-arc-

welded joints

1/4”-thick balljoint and mid-plate

1-1/4”-shank billet socket housing

Serviceable, TrueCenter pivot socket

Easily accessible grease-zerk

fitting

TrueCenter Pivot Technology!

NAVIGATION BUTTONS



Lower Control Arm Pricing

Model YearLower

Control ArmsEccentric

Eliminators$586.00 $61.00

Comet

1960-1965 TCP LCA-041 -1966-1967 TCP LCA-05 TCP EE-011968-1977 TCP LCA-06 TCP EE-01

Cougar1967 TCP LCA-05 TCP EE-01

1968-1973 TCP LCA-06 TCP EE-01

Cyclone


Fairlane1966-1967 TCP LCA-05 TCP EE-011968-1971 TCP LCA-06 TCP EE-01

Falcon


Maverick 1970-1977 TCP LCA-06 TCP EE-01

Montego 1968-1971 TCP LCA-06 TCP EE-01

Mustang

1964-1966 TCP LCA-041 -1967 TCP LCA-05 TCP EE-01

1968-1973 TCP LCA-06 TCP EE-01

Ranchero


Torino 1968-1971 TCP LCA-06 TCP EE-01

Footnotes

1Six-cylinder spindles must be upgraded to V8 spindles.


6104 Replacement screw-in balljoints with boots and hardware (pair) 56.00

6711 Screw-in balljoint wrench, zinc plated steel 36.00

Eccentric EliminatorsOur bolt-on eccentric-eliminator-plate kit directly replaces the factory lower control-arm-mounting hardware on some 1960s and 1970s Ford/Mercury vehicles equipped with cam bolts. The round exterior of the factory hardware does little to prevent rotation of the eccentric plate, and can allow the lower control-arm position to shift when subjected to heavy loads or impacts. Our updated, square shape securely indexes the eliminator plate, preventing any chance of rotation and altered alignments. Eliminator plates are laser-cut from 1/4”-thick steel, feature three 1/2” mounting holes, and are zinc-plated. Various combinations of plate orientation and selected mounting holes enable 11 different mounting positions within a 5-degree camber adjustment range. Grade-8 mounting hardware is included.

Balljoint Wrench Our zinc-plate, laser-cut steel balljoint wrench takes the hassle out of dealing with uncommon OEM drive feature of screw-in balljoints.

Heavy-Duty Screw-In Balljoints Sold in pairs, these premium screw-in balljoints include rubber dust boots, zerk fittings, and stud hardware.

Lower Control Arm Accessories

TCP EE-01

6104

6711




Strut Rods Mark II

Our adjustable-length strut rods with TrueCenter pivot socket are the only product available that maintains correct suspension geometry without the increasing resistance found with rubber and polyurethane bushings. The pivot stud features concentric bearing-contact surfaces with a 13/16” hex and a caster-adjustment range of 3-4 degrees, depending upon application. This unique concentric arrangement avoids compromising the suspension geometry; unavoidable when using a standard rod end and clevis mounting method. A maximum of 12 degrees misalignment is possible in any direction and allows the strut rod to rotate beyond the limits of a standard rod end. High-strength, non-compressible, polymer bearing races create a low-friction pivot center with zero deflection and can be lubricated through the easily accessible zerk fitting. The threaded retaining ring maintains preload on the pivot assembly and is secured with a locking set screw. Steel housings have vehicle specific mounting bosses and feature a

Kits include: strut rod, billet-steel pivot assembly,

mounting hardware

Knurled friction surface to prevent spinning

Common 1/2” square-drive backup nut

High-strength polymer bearing races

Threaded retaining ring for bearing-race preload

Single-hex length adjustment

Zerk fitting for lubrication

knurled mounting surface for spin-free installation. A common ½”-square-drive backup nut and button-head “jam” fastener secure the assembly to the factory mounting location. Each strut rod is constructed of 1x.156”-wall, steel tubing with direct threads to the pivot stud. The broad, crimped end is robotic-spray-arc-welded to a 5/16” steel control-arm adapter plate with integral steering stop. Adapter-plate holes are slotted to achieve the correct mounting angle as caster adjustments are made.

Model YearStrut Rods

$504.00

Comet

1960-1965 TCP STRD-051966-1967 TCP STRD-061971-1977 TCP STRD-07

Cougar1967 TCP STRD-06

1968-1973 TCP STRD-07

Cyclone


Fairlane1966-1967 TCP STRD-061968-1971 TCP STRD-07

Falcon


Maverick 1970-1977 TCP STRD-07

Montego 1968-1971 TCP STRD-07

Mustang

1964-1966 TCP STRD-051967 TCP STRD-06

1968-1973 TCP STRD-07

Ranchero


Torino 1968-1971 TCP STRD-07

TrueCenter Pivot Technology!





Total Control Forged SpindlesTCP now offers direct-replacement spindles for early Mustangs and other classic Fords. These spindles are a 1-piece, alloy-steel forging. Our spindles share Ford’s identical geometry, and can be used with many 1960s and ‘70s Ford/Mercury vehicles. Spindles feature a durable, powder-coat finish for long-lasting, quality appearance.

Design and Construction Spindles are created from alloy-steel forgings, then finish-machined for consistent geometry and mounting positions. The overall design is based on Ford’s proven 1970-1973 disc-brake spindle, known for its stouter, flowing design with minimized stress-concentration areas. The later disc-brake-spindle style was chosen for its preferable caliper-mounting arrangement and large bearing size. In addition to the strength of the reinforced areas around the caliper-mounting bosses, the caliper bracket also acts as a diagonal brace, triangulating the spindle assembly. We offer aftermarket disc-brake systems to best utilize this mounting configuration.

Installation and Compatibility These spindles can be used with most compact- and intermediate-sized 1960s and ‘70s Ford/Mercury vehicles, due to common upper and lower balljoint tapers and spindle height. However, the larger spindle pin, redesigned axle flange, and caliper mounts require brake-system upgrades for earlier vehicles. OEM disc brakes from 1968-1973, with upright-to-steering-arm caliper bracket, can be used. OEM hubs from 1968-1969 must change to 1970-1973 wheel bearings, with larger 1.377” and .865” bore sizes. The use of 1970-1973 Mustang outer tie rods or the TCP bumpsteer kit is required. Six-cylinder tie-rod-adjusting sleeves prior to 1965, measuring .500” OD (1/2-20), must convert to TCP rack and pinion or OEM V8 steering systems with .688” OD (11/16-18) sleeves. (See main applications chart for specific listings.)

Part Number Description PriceTCP SPND-01 Spindle, ‘70-73 Mustang disc and tie-rod $411 pr.

TCP SPND-04 Spindle, ‘70-73 Mustang disc with larger ‘75-80 Granada tie-rod and hardware 411 pr.

TCP SPND-02 Spindle shaft hardware kit (pair) 26.00

TCP SPND-03 OEM caliper bracket, 1970-73 (pair) 50.00

ApplicationsModel Year Installation Requirement

Comet 1960-1977 Balljoints: Factory or aftermarket interchangeable upper and lower balljoints. Direct bolt-on for all applications listed.

Bump-steer tie-rod sets: TCP TIER 07, -16, or -17 Standard tie-rod sets: TCP TIER-13, -14, or -15 Replacement standard outer: MOOG ES387R for 1970-1973 MustangBrake options:

Aftermarket (Wilwood): 13” Performance (WW 140-9189), 11-3/4” Street (WW 140-9054)OEM (disc): 1968-1973 Cougar, 1968-1971 Comet, 1968-1970 Fairlane, 1968-1970 Falcon,

1968-1971 Montego, 1968-1973 Mustang, 1971 Torino(1968-1969 hubs must change to 1970-1973 wheel bearings)

Wheel bearings: 1970-1973 Mustang - large inner bearing (1.377” bore); small outer bearing (.865” bore)

Cougar 1967-1973Cyclone 1964-1971Fairlane 1966-1971Falcon 1960-1970Maverick 1970-1977Montego 1968-1971Mustang 1964-1973Ranchero 1960-1971Torino 1968-1971

Comet 1960-1965

Six-cylinder vehicles: Must upgrade to TCP rack and pinion or OEM V8 steering system.Falcon 1960-1965Mustang 1964-1966Ranchero 1960-1965




Front Anti-Roll BarsTotal Control Products produces the finest anti-roll bar for Classic Mustangs. This anti-roll bar was designed to minimize body roll for enhanced cornering performance. It’s manufactured from heat treated alloy steel and then silver-with-black-vein powder coated for a lasting finish. The kit includes billet-aluminum, grease zerk equipped, chassis mounts with black polyurethane pivot bushings and endlinks. Complete hardware is included for a bolt-on installation. It can be used with stock ride height or lowered Mustangs by substituting hardware (both styles are included). For performance street use on small-block Mustangs we recommend the 1” bar. Increase to 1-1/8” bar for competition driving or for use with a big-block engine. Inch and a quarter (1-1/4”) bars are for road course or autocross use only, and require use of a rear anti-roll bar for correct vehicle cornering balance.

Billet Anti-Roll-Bar MountsAlso available separately, replacement billet-aluminum anti-roll-bar mounts are a quick, simple way to dress up your classic. Mounts feature socket-head hardware, easily accessible grease zerk, and are available with 1”, 1-1/8”, or 1-1/2” poly bushings. Clear-anodized satin finish; sold in pairs.


TCP ARBM-1.00 Billet ARB mount set, 1” ID (pair) $143.00

TCP ARBM-1.13 Billet ARB mount set, 1-1/8” ID (pair) 143.00

TCP ARBM-1.25 Billet ARB mount set, 1-1/4” ID (pair) 143.00

Model Year1”

Street

1-1/8” Street

Performance

1-1/4” Competition

$277.00 $298.00 $339.00

Comet 1963-1965 ARFM1-16 ARFM1-18 ARFM1-201966-1970 ARFM2-16 ARFM2-18 ARFM2-20

Cougar 1967-1970 ARFM2-16 ARFM2-18 ARFM2-201971-1973 ARFM3-161 ARFM3-181 -

Fairlane 1966-1969 ARFM2-16 ARFM2-18 ARFM2-201970-1971 ARFM3-161 ARFM3-181 -

Falcon 1963-1965 ARFM1-16 ARFM1-18 ARFM1-201966-1970 ARFM2-16 ARFM2-18 ARFM2-20

Montego 1968-1969 ARFM2-16 ARFM2-18 ARFM2-201970-1971 ARFM3-161 ARFM3-181 -

Mustang 1964-1966 ARFM1-16 ARFM1-18 ARFM1-201967-1970 ARFM2-16 ARFM2-18 ARFM2-201971-1973 ARFM3-161 ARFM3-181 -

Ranchero 1966-1969 ARFM2-16 ARFM2-18 ARFM2-201970-1971 ARFM3-161 ARFM3-181 -

Torino 1966-1969 ARFM2-16 ARFM2-18 ARFM2-201970-1971 ARFM3-161 ARFM3-181 -

Notes: Part numbers use “TCP” prefix1 - Add $10


FRONT SUSPENSION

Powder-coat finish

Urethane end links

Billet-aluminum mounts included

Grease-zerk fittings

Socket-head fasteners

Standard- and lowered-ride height hardware included

Ground bar ends for additional coil-over

shock clearance

NAVIGATION BUTTONS



FRONT SUSPENSIONFront Coil Springs and Components

Part Number Description PriceTCP SVM1-01 1/4” isolator set for coil springs, lowered ride height (pair) $31.00

TCP SVM1-03 1” isolator set for coil springs, standard ride height (pair) 36.00

Lower Spring RockersReplacement lower spring-seat rockers for the upper control arms are available. Made from all new materials they feature rubber pivot bushings and lower spring isolators. Sold in pairs.

Upper Spring IsolatorsOur coil-spring isolator is made from high strength black polyurethane for long life. Sold in pairs.


TCP SVM1-02 Coil-spring upper arm spring rockers (pair) $92.00

Coil springs are powder-coat finished for a lasting,

quality appearance.


Performance-Series Coil SpringsPerformance-Series springs offer increased performance with linear srping rate and predictable handling characteristics. A linear spring rate is preferred for high performance driving applications, but will have a stiffer, performance feel compared to OEM springs. Ride height is approximately 1” lower than stock height.

Total Control’s Performance-Series coil springs offers you the best way to get the ride and handling you want for your classic Mustang. Springs are made from high-strength alloy steel and wound on a specialized CNC spring coiler, then powder coated for a lasting, quality appearance. Available for 1964 to 1966 Mustang with small block, and 1967 to 1973 Mustangs with small- or big-block. Sold in pairs.

Style Part Number Application Rate Range Free Length Price

Performance Series

TCP SLM1-56 1964-66 Mustang, 1” lowering 560 lb/in 12-1/8” 99.00

TCP SLM2-60 1967-73 Mustang, 1” lowering 600 lb/in 13” 99.00

NAVIGATION BUTTONS


VariShock Bolt-InsConsistency Through Quality Our double-adjustable QuickSet 2 allows you to control vehicle separation (rebound) and settling (bump) independent of each other. This allows the ability to tune your suspension to the required track conditions for ultimate performance. In the single-adjustable model, you have 16 settings at which both bump and rebound are adjusted simultaneously. This offers a good compromise between the ultimate tunability of the QuickSet 2 and affordability of the single-adjustable QuickSet 1 or SensiSet factory-valved options.

Repeatability is unprecedented! By controlling the quality of the components, assembling them in-house and dyno-testing every assembly, TCP can deliver a pair of VariShocks that perform virtually identically — throughout the entire range of travel. Whereas other brands in this price range rely on cheaper offshore or OEM parts, American-made VariShocks are engineered systems of premium components, all designed to meet your specific needs. The shocks use “De flective Disk Valving” in the pistons to eliminate spring fatigue. They have piston rods made from 5/8”, centerless-ground, hard-chrome steel for wear resistance and long service life. VariShock models are even “rebuildable” in the event they become bent or damaged. Custom valving is also available.

Superior Durability Durability was improved in three key areas. Internal shaft seals were specifically designed and manufactured for these shock absorbers, producing a longer-lasting seal that helps keep dirt out of the shock absorber. Internal connections and return paths use a unique, machined configuration and added seals to prevent bypassing. Racing shocks spend considerable time in low-piston-speed service. In the low-speed mode, the damping action of the shock is dominated by bypassing flows. VariShock eliminates the bypassing of internal leakage to give the shock repeatable control in the area within which it has to operate most frequently.

256 Adjustment Combinations VariShock’s double-adjustable design is also easier to tune: 256 different settings are at tainable simply by rotating two fully accessible, 16-position knobs. All adjustments are made in seconds, without removing or unbolting the VariShock. One knob sets the bump (compression) range; the other sets rebound (extension). Both knobs are laser-etched with directional arrows and “plus/minus” symbols that clearly indicate which direc tion achieves the desired adjustment. Additional arrows etched into the QuickSet 2 base reveal which knob sets bump, and which sets rebound.

Model YearFront Rear

SensiSet QuickSet 1 QuickSet 2 SensiSet QuickSet 1 QuickSet 2$148.50 ea. $199.00 ea. $299.00 ea. $148.50 ea. $199-up ea. $299-up ea.

Fairlane 1966-1971 VAS 14047-515 VAS 14147-515 VAS 14247-515 VAS 14044-715 VAS 14144-715 VAS 14244-715

Falcon1960-1965 VAS 14047-515 VAS 14147-515 VAS 14247-515 VAS 14044-715 VAS 14144-715 VAS 14244-7151966-1970 VAS 14047-515 VAS 14147-515 VAS 14247-515 VAS 14044-715 VAS 14144-715 VAS 14244-715

Mustang1964-1970 VAS 14067-425 VAS 14167-425 VAS 14267-425 VAS 14044-715 VAS 14144-715 VAS 14244-7151971-1973 VAS 14047-425 VAS 14147-425 VAS 14247-425 VAS 14044-715 VAS 14144-715 VAS 14244-715

Footnote:All shocks sold in pairs.

Also available for select 1960-1977 models of Comet, Cougar, Cyclone, Fairlane, Falcon, Maverick, Montego, Mustang, Ranchero and Torino. See application chart (Page 9) for expanded list.


VARISHOCKNAVIGATION BUTTONS



VariSpring High-Travel Coil-Over SpringsHigher TechnologyThe new VariSpring line of springs was designed to complement the VariShock family. Once again, we used higher technology to resolve application limitations. These springs are manufactured using a new chrome-silicon, ultra-high-tensile wire. This allows the springs to “set solid.” The springs can compress until the coils touch without damaging the spring or causing it to take a set, which ultimately changes the ride height. Since this wire can flex more than conventional wire, these springs have greater travel than our competitors’ springs of the same rate. These springs will allow your shocks to travel their full range of motion without going solid. This gives you greater traction and control at full bump, plus additional suspension travel for tuning. If you are ready to take advantage of higher technology with greater travel and lighter, stronger springs, step up to VariSprings.

VariSprings have a silver-powder-coat finish. They are individually labeled with our part number and spring rate on the outside of the coils for easy reference. VariSprings are available for front and rear applications in four lengths and a broad range of rates. The steps between rates are sufficiently close to make very fine rate adjustments.

Spring-Selection GuidelinesA good spring-rate baseline for compact cars (i.e., Falcon, Maverick, Mustang with a small-block) seeing regular street use would be 400-450 lbs/in., depending upon desired ride quality.

Differences that alter desired spring rate: Weight reduction -50 lbs. Big-block +50 lbs. Larger car +50 lbs. Race use +50 lbs.

The spring rate affects ride quality, ride height and roll rate. Differences in vehicles such as aluminum engine components, fiberglass body parts, chassis stiffening, as well as wheel-size and -offset should be taken into consideration. Additional springs can be purchased to complement your coil-over system.

9” VariSprings (sold in pairs)

Part Number Ratelbs/in. Travel Price

ea.VAS 21-09200 200 5.24” $62.00

VAS 21-09240 240 5.57” 62.00

VAS 21-09275 275 5.46” 62.00

VAS 21-09310 310 5.57” 62.00

VAS 21-09350 350 5.17” 62.00

VAS 21-09400 400 5.07” 62.00

VAS 21-09450 450 4.90” 62.00

VAS 21-09500 500 4.47” 62.00

VAS 21-09550 550 5.06” 62.00

VAS 21-09600 600 4.41” 62.00

VAS 21-09675 675 4.80” 62.00


VARISHOCK

Extra tuning springs

$50 each with system purchase

Save $20

VariSpringVariSpring

NAVIGATION BUTTONS


VariSprings sold separately. See product application chart for part numbers

1-Piece Spring SeatA new-design, 1-piece lower spring seat does not require a locknut; it’s locked in place by two ball locks that press into the grooves on the reservoir body and easily unlock for adjustment with an Allen wrench. Spring seats accept 2-1/2”-ID coil springs.

Revolutionary DesignA revolutionary adjustment mechanism, smaller than any previous design, allows our billet-aluminum body to be both shorter and lighter. You get more clearance around the eyes, plus greater travel within any shock length. We built two separate eyes to maximize the benefits of each mounting-eye style. The spherical-bearing eyes use a COM-8 1/2”-bore-x-1”-wide high-misalignment bearing with a Teflon® liner as standard. The eye has more clearance around the mounting brackets than any other design. The urethane end has up to 350% more urethane material than other brands, for superior load distribution, yet no less clearance around the eye. We also chose a premium urethane that has much higher load capacity (for improved life) than the poly bushings from other manufacturers. Urethane ends are 1-1/4” wide and accept 1/2” bolts.

VariShock Coil-OversDuring five years of intense research and development, VariShock’s engineering team successfully corrected every shortcoming of conventional racing shocks. Designed from a clean sheet of paper, VariShock’s QuickSet 2 is the first affordable coil-over to combine sophisticated shock valving with all-new, American-made components. Never before have so much performance, repeatability and adjustability been offered at such an affordable price.

Front Shock ApplicationsPart Number Description Price

TCP COPQ1-16.30 Front coil-over (Mark II) QuickSet 1 (pair) $565.00

TCP COCQ2-16.30 Front coil-over (Mark II) QuickSet 2 (pair) 819.00

Front Shock SpecificationsSystem Part Number Valves Ride

HeightCompressed

LengthExtended Length

Shock Travel

MountingEye

Front Coil-Over TCP COPQ1-16.30 Single 14.18” 12.05” 16.30” 4.25” PolyFront Coil-Over TCP COCQ2-16.30 Double 14.18” 12.05” 16.30” 16.30” COM-8


VARISHOCK

Single- and double-adjustable versions

TCP COPQ1-16.30

1-piece locking lower spring seat

16-position adjustment knobs

COM-8 bearing

High-clearance tapered base

Billet-aluminum construction

TCP COCQ2-16.30

Upgrade to QuickSet 2! $100 each with


High-clearance tapered base for

additional anti-roll bar clearance

Premium urethane bushings

NAVIGATION BUTTONS



Shock Extended Eye Increasing vehicle ride height without disrupting the correct balance of shock travel has never been simpler. Our direct-replacement, billet-aluminum shock mounts feature a 1” extended body, and perfect fit for existing VariShock polyurethane bushings or COM-8 bearing. Mounts simply screw onto the top of the shock’s piston rod and are secured by a jam nut. Extended eyes can be used with any VariShock coil-over shock to raise ride height approximately 1-1/4”. Proper suspension travel and clearance must be verified prior to installation.

Spanner Wrench Also available is an exclusive spanner wrench, incorpo rating four tangs, which will not slip off the lower spring seat because it engages the seat in four places (not one, like common spanners).

Choose from 256 settings — without unbolting your VariShock! Rear Shock Applications

Part Number Description PriceTCP COPQ2-350 Rear pushrod coil-over QuickSet 2 (pair) $819.00

VAS 11122-515 Rear g-Bar, QuickSet 1 (pair) 498.00

VAS 11222-515 Rear g-Bar, QuickSet 2 (pair) 698.00

Rear Shock Specifications System Part Number Valves Ride

HeightCompressed

LengthExtended Length

Shock Travel

MountingEye

Rear Pushrod TCP COPQ2-350 Double 13.70” 11.95” 15.45” 3.50” Urethaneg-Bar/g-Link VAS 11122-515 Single 13.53” 10.95” 16.10” 5.15” Urethaneg-Bar/g-Link VAS 11222-515 Double 13.53” 10.95” 16.10” 5.15” Urethane

VariShock Accessories


VARISHOCK

899-012-201

TCP COPQ2-350

Spring-Seat Thrust BearingsThrust bearings are used at the lower spring seat to reduce friction when adjusting ride height. New stainless “cap-style” seats, a VariShock exclusive, enclose the thrust bearing to keep dirt out.

VAS 200

Coil-Over Spring Compressor The VariShock coil-over-spring compressor greatly eases lower-spring-collar adjustment on high-preload or high-rate applications. Heavy-duty plates at each end fit 2-1/2” inside-diameter coil springs of 130 lb., rate or greater, with a maximum spring height of 14”.

Upgrade to QuickSet 2!$100 each with system purchase

Save $75

Part Number Description PriceVAS 512-1-2 1”-extended top shock eye, COM-8 bearing (pair) $62.00

VAS 512-2-2 1”-extended top shock eye, poly bushing (pair) 62.00

VAS 513-100 Spring seat thrust bearing set (pair) 65.00

899-012-201 VariShock spanner wrench, zinc plated steel 31.00

VAS 200 Coil-over spring compressor for 2-1/2” springs 67.00

VAS 513-100

VAS 512-2-2

VAS 512-1-2

NAVIGATION BUTTONS


Rear Suspension SystemsTotal Control offers the finest rear suspension conversions for vintage Mustangs and classic Fords. We offer four systems with significant differences in spring type, and suspension link configuration. See the following pages for details on each individual component.

g-Link - VariShock Coil-OversVariShock systems provide ability to corner-balance the vehicle, and predictability of mechanical springs when tuning.

Part Number Description Price5800-XXX g-Bar coil-over suspension, ‘64-73 Mustang, ‘67-70 Cougar $1,852-up

g-Bar/g-Link SuspensionOur most popular system is the g-Bar and g-Link family of rear suspensions. Each features a substantial number of adjustments for tuning flexibility and excellent handling. These systems create a canted, 4-bar linkage system and can be used with VariShock coil-overs or air springs.


REAR SUSPENSION

Leaf-Spring SuspensionsIf you are looking for improved handling on a budget, or your motorsport sanctioning body does not allow coil-overs, choose our leaf-spring, rear-suspension system.

Part Number Description PriceTCP LSS-MUX Leaf spring suspension systems, 1964-73 Mustang $889-up

Hot New Product!

Hot New Product!

NAVIGATION BUTTONS



Rear Pushrod SuspensionThe TCP Rear Pushrod Suspension System enables dramatically improved handling performance for Classic Mustangs and Fords in a high-tech, self-contained package. We’ve replaced the leaf springs with double-adjustable VariShock coil-over shocks, tubular trailing arms, watts link assembly, and heavy-duty torque arm. The result is consistent, predictable handling suitable for the most demanding of performance applications. Additional benefits include significant improvement to chassis rigidity and extremely precise tuning adjustments such as ride height, wheel base, housing alignment, instant center, pinion angle, shock valving, as well as a choice of spring rates.


TCP RPSS-FD

Rear pushrod suspension system, 1964-70 Mustang/Cougar

$5,345-up

g-Bar - VariShock Air SpringsAir-spring equipped vehicles offer some additional benefits. Besides proven excellence in handling performance, you also have the advantage of excellent ride characteristics, and the ability to set your vehicle on the ground for jaw-dropping, static displays.

Part Number Description Price5801-XXX g-Bar air-spring suspension, ‘64-73 Mustang, ‘67-70 Cougar $2,405-up


REAR SUSPENSION

Hot New Product!

NAVIGATION BUTTONS


Canted-4-Bar Suspension ConversionsThe g-Bar and g-Link are bolt-in, canted 4-bar suspension systems directly replace the OEM leaf springs and shocks for remarkably improved handling and performance. Each can be used with our vehicle-specific bolt-in FAB9™ housing or the vehicle’s existing housing. Additional welding is required for installation with all housings other than our bolt-in FAB9™. Total Control’s second generation g-Bar and g-Link suspension systems represent the current state-of-the-art in canted 4-bar design.

Available for 1964 to 1973 Mustangs and 1967 to 1970 Cougars. The g-Bar system consists of three different combinations of upper and lower link bars with your choice of coil-over or air-spring shocks. These options create six different variations to better suit your particular performance application. See the following pages for individual photos of each system.

Part Number Descriptions Price58XX-MXX Canted-4-Bar Suspension Conversions $1,852-upOPTIONS FAB9™ direct-fit rearend housing 1,099-up

Anti-roll bar, sliding link style, chassis mounted 349-upAnti-roll bar, spline end style, housing mounted 439-upQuickSet 1, single-adjustable shock upgrade 50.00

QuickSet 2, double-adjustable shock upgrade 250.00

g-Bar & g-Link Street & Performance Systemsg-Bar and its variant, g-Link, dramatically improve ride quality and performance over the stock leaf-spring suspension. The canted 4-bar design is a proven suspension system commonly used in later model American muscle cars of all makes. Four individual arms precisely position the rear axle, better defining

the correct suspension travel path. A panhard bar is not required with this style of suspension. This enables spring rates to be easily changed without

altering suspension geometry or allowing changes in pinion angle and lateral movement. Lighter spring rates can be used for better ride quality

without allowing leaf-spring wrap-up, a common source of wheel hop. Our links are available with premium urethane or, pivot-ball ends to create controlled ride quality that inspires more confident performance driving.


REAR SUSPENSION

Also available with VariShock air springs

NOW AVAILABLE FOR

1971-73 Mustangs

NAVIGATION BUTTONS



g-Bar and g-Link includes VariShock SensiSet factory-valved coil-over shocks with spring rates (per your vehicle’s rear weight) ranging from 110-350 lbs/in. Optional adjustable VariShocks feature 16-position valving adjustment within our specifically designed range in single or double adjustable versions.

Self-Positioning InstallationInstallation requires no fabrication, with only minimal welding and trimming required for certain applications. The g-Bar chassis cradle uses a “self-positioning” system utilizing existing pinion snubber and top shock mount factory bolt holes for precise location. Our 3-piece cradle design allows for variations in OEM chassis component locations. It is then welded to structural components of the vehicle, such as frame rails or reinforced sections of sheet metal. Multiple attachment points and tubular construction successfully create an effective chassis-stiffening cradle as well as a stable suspension-mounting crossmember. The cradle has a black-powder-coat finish and the frame adapters are clear-zinc plated to prevent rust and to make them easier to stitch weld into the chassis. They are easily painted after installation.

Chassis-attachment points for upper link bars and shocks are provided on the g-Bar cradle. The front of the lower link bars utilizes the factory front-leaf-spring mounting brackets. When using the stock rearend housing, our lower link bars and shocks fasten to our bracket assembly and are securely u-bolted directly to the existing leaf-spring pads. The rear of the upper-link-bar attachment points require mounting tabs be welded to the housing. An easy-to-use weld fixture (part no. 6716) is available to facilitate this task. Anti-roll bars are also available. A preassembled, fabricated 9” housing (FAB9™) complete with welded bracket assemblies is also available, streamlining installation and saving time. The FAB9™ housing accepts standard 9” Ford components.

“Self-positioning” system utilizes existing pinion snubber and top shock mount factory bolt holes.

Lower links mount at OEM leaf-spring brackets. g-Bar axle bracket assembly.

Accurate weld-fixture placement.Simple to use upper bracket weld fixture.


REAR SUSPENSIONNAVIGATION BUTTONS


Adjustable Suspension GeometryUpper and lower control arm attachment points have multiple mounting holes to adjust chassis anti-squat to optimize your Mustang’s handling. Both upper bars are length adjustable to set pinion angle and preload. g-Link lower arms are also adjustable for wheelbase variations. Some vehicles are worn enough that the wheelbase will not be correct without using a wheelbase adjustable lower link.

Multiple Link Bar StylesLower Link Bars There are three lower link styles and two upper link styles. Their proper selection depends on the intended use of your Mustang.

Poly-Bushing Lower Bar Included in the g-Bar system is the lower fixed-length-tubular link with poly bushings in each end. It is best for vehicles seeing mostly street use because it provides a quiet ride and improved handling.

Pivot Ball Lower Link Included in g-Link system is the lower adjustable-length-tubular link with pivot ball mechanisms in each end. This is our ultimate performance link for use on performance driven street or track applications.

Billet Pivot Ball Lower Link Included in billet g-Link system is the lower fixed-length billet I-beam link with pivot ball mechanism in each end. The billet link features all radius corners for reduction of stress risers and a pocket area for lower weight. This ultimate link is for those who want to set their g Machine apart from the crowd. It combines the characteristics of our fixed-length link (which is easier install) with the best performance links and, adds a custom built g-Machine look. All link bars are externally greasable at each end. Pivot ball mechanism can be rebuilt and tightened to remove play as they wear. Lower link bar fronts attach to the front leaf-spring eye in the chassis.

4-position FAB9™ lower arm bracket 2-position chassis and housing arm brackets

Poly-Bushing Lower Bar

Billet bushing housing

Recessed tubing seat

Channeled bushings

Pivot Ball Lower Link

Billet bearing housing

Correct width pivot ball

Polymer races

Threaded retaining

ring

Billet Pivot Ball Lower Link

One-piece billet aluminum arm

Lightweight pocket milled I-beam design

Exclusive pivot ball mechanism





Upper Link Bars Both styles of upper links are constructed of billet alloy steel and clear zinc finished for corrosion resistance. They are length adjustable, and feature a Total Control exclusive - massive 7/8”-shank billet alloy steel rod ends.

Poly-Bushing Upper Bar Poly links use urethane bushings in both ends for a firm but stiffer-than-stock ride. They are included in g-Bar system.

Pivot Ball Upper Link Pivot ball links are included with g-Link and billet g-Link systems and are used when no-compromise handling is required. The high misalignment and non-compressible nature of these links will guarantee your vehicle goes where you point it. Available in single- and double-adjustable versions.

Adjustable Shock MountsBillet aluminum double shear lower shock mounts bolt directly to the back of the lower control arm bracket and provide 4-1/2 inches of ride height adjustments. The upper shock mount has three positions to allow additional ride height and shock angle adjustment. You can adjust the shock angle in at the top to provide increased stability during hard cornering.

Stock Rearend HousingSystem is compatible with 8- or 9-inch stock axle housings with at least a 2-13/16” diameter axle tubes. The 1-piece formed UCA axle mount is easier to install than 2-piece styles. Upper control arm brackets weld on and lower control arm brackets attach to the housing on the leaf spring pad using included u-bolts.

Exhaust ClearanceThe rear section of the factory exhaust is not compatible with g-Bar. Although space is limited, there is room to run a custom built exhaust system over the housing. Easier solutions include turn-downs before the housing or routing the exhaust underneath the housing.

3-position upper shock mount

4-position lower shock mount

Billet bushing housing

Poly bushings

7/8”-shank

Polymer races

Threaded retaining ring

Billet bearing housing

7/8”-shank

g-Bar (Poly) Upper Bar

g-Link (Pivot) Double-Adjutable Link

g-Link (Pivot) Single-Adjutable Link




VariShock Coil-Over g-Bar/g-Link Systems

• Performance Flexible

• Daily Driver to Road Race

• Predictable Handling

• Simple Installation

• Versatile Tuning

g-Bar (poly) Shock OptionsRecommended for primarily street-driven vehicles with occassional performance event use, polyurethane-bushed g-Bar suspension links are matched with poly-eye VariShock coil-overs for minimized noise and vibration. Factory-valved SensiSet (SS) VariShocks are included, with QuickSet 1 (QS1) single-adjustable and QuickSet 2 (QS2) double-adjustable valve sets offered for a minimal upgrade charge.

g-Link (pivot) Shock OptionsIntended for vehicles seeing more performance-focused use or just wanting to get the most out of your suspension, g-Link tubular and billet arms are matched with replaceable COM-8 spherical bearings to maximize shock control and increase tuning precision. QuickSet 1 (QS1) single-adjustable VariShocks are included with optional QuickSet 2 (QS2) double-adjustable and Q4R 4-way-adjustable remote-reservoir shocks offered for the ultimate in suspension tuning range and flexibility.

Spring Rate OptionsDifferences in vehicle weight and distribution, such as aluminum or fiberglass components, and the specific performance application, affect what would be the correct spring rate. The majority of street applications begin with 175-200 lbs/in springs as a baseline. Variations for vehicle weight and performance application can be accounted for by purchasing a second set of springs for tuning purposes (discounted at initial purchase).

SensiSet (SS)Factory-valved for performance street and autocross use.

QuickSet 1 (QS1)Single-adjustable, 16-position knob, adjusts bump/rebound simultaneously; moderate tuning.

QuickSet 2 (QS2)Double-adjustable, dual 16-position knobs, adjusts bump and rebound independently; offers excellent tuning versatility and performance.

QuickSet 4 Remote Reservoir (Q4R)Four-way-adjustable, quad 16-position knobs, adjusts bump and rebound at high and low piston speeds independently; the ultimate tuning versatility and performance.Street Tuning: Ride-quality and ride-harshness (two separate characteristics) can now be isolated and optimized independent of each other.Performance Tuning: Widely varying suspension events such as road course rumble-strips and vehicle weight transfer can now be isolated and optimized independent of each other.

Weight (lbs) Part Number Rate

(lbs/in)

925-1000 VAS 21-12110 1101000-1100 VAS 21-12130 1301100-1225 VAS 21-12150 1501225-1350 VAS 21-12175 1751350-1575 VAS 21-12200 2001575-1825 VAS 21-12250 2501825-2075 VAS 21-12300 3002075-2350 VAS 21-12350 350






REAR SUSPENSIONg-Bar Poly Eye

Part Number Application Price5800-C10 1967-70 Cougar $1,903.00

5800-M10 1964-66 Mustang 1,852.00

5800-M20 1967-70 Mustang 1,852.00

5800-M30 1971-73 Mustang 1,952.00

Fixed length, polyurethane-bushing

lower arms

Adjustable length, polyurethane-bushing

upper arms

VariShock QuickSet 2

(option)

g-Link Pivot BallPart Number Application Price5804-C10 1967-70 Cougar $2,265.00

5804-M10 1964-66 Mustang 2,234.00

5804-M20 1967-70 Mustang 2,234.00

5804-M30 1971-73 Mustang 2,334.00

Adjustable length, pivot ball lower arms

Adjustable length, pivot ball upper arms


(option)

g-Link Billet Pivot BallPart Number Application Price5813-C10 1967-70 Cougar $2,471.00

5813-M10 1964-66 Mustang 2,440.00

5813-M20 1967-70 Mustang 2,440.00

5813-M30 1971-73 Mustang 2,550.00

Billet-aluminum pivot ball lower arms



(option)

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VariShock Air-Spring g-Bar/g-Link Systems

Compressor SystemsA suitable air-management system (available separately) is required for operation. We offer various electronic control and compressor systems. For additional information contact our sales staff.

• Show Car Stance

• Daily Driver to Mild Peformance

• Broad Ride Height Range

• Simple Installation

• Versatile Tuning

g-Bar/g-Link Shock OptionsBoth g-Bar (poly-bushed) and g-Link (pivot-ball) systems are equipped with poly-eye VariShock air-spring shocks. Due to it’s variable ride height fuctionality and softer effective spring rate air-suspensions have traditionally been street and custom show car system. But when combined with our g-Bar and g-Link components, VariShock air-spring shocks become part of an extremely capable performance suspension system. QuickSet 1 (QS1) single-adjustable are included and allow basic control of overall ride quality; perfect for full-time street use. Upgrading to QuickSet 2 (QS2) double-adjustable valve sets allows finer control over chassis movement, making them a must have for vehicles seeing occasional performance use.

Lower Shock Mount ExtendersFor customers wishing to lower their ride height down even further for that killer car show display we have developed this simple bolt-on extension kit. Installation provides and additional 1-1/4” or 2-1/2” drop in the lower shock mount position and allows the car to be raised to a driveable height for moving on or off the trailer or cruising to and from the show.

Note: This component drastically reduces suspension and ground clearance. Use at your own risk.

QuickSet 1 (QS1)Single-adjustable, 16-position knob, adjusts bump/rebound simultaneously; moderate tuning.

QuickSet 2 (QS2)Double-adjustable, dual 16-position knobs, adjusts bump and rebound independently; offers excellent tuning versatility and performance.


REAR SUSPENSION

300-0162 Lower Shock Mount Extender (pair) $39.00

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REAR SUSPENSIONg-Bar Air Spring Poly Eye

Part Number Application Price5801-C10 1967-70 Cougar $2,405.00

5801-M10 1964-66 Mustang 2,405.00

5801-M20 1967-70 Mustang 2,405.00

5801-M30 1971-73 Mustang 2,505.00

Fixed length, polyurethane-bushing

lower arms

Adjustable length, polyurethane-bushing

upper arms

QuickSet 2 (option)

g-Link Air Spring Pivot BallPart Number Application Price5805-C10 1967-70 Cougar $2,779.00

5805-M10 1964-66 Mustang 2,770.00

5805-M20 1967-70 Mustang 2,770.00

5805-M30 1971-73 Mustang 2,870.00

Adjustable length, pivot ball lower arms


QuickSet 2 (option)

Billet g-Link Air Spring Pivot BallPart Number Application Price5814-C10 1967-70 Cougar $2,883.00

5814-M10 1964-66 Mustang 2,780.00

5814-M20 1967-70 Mustang 2,780.00

5814-M30 1971-73 Mustang 2,880.00

Billet-aluminum pivot ball lower arms


QuickSet 2 (option)

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5812-M10 g-Bar anti-roll bar, sliding-link adjustable, 1964-73 Mustang and 1967-70 Cougar $370.00


REAR SUSPENSIONRear Anti-Roll BarsTotal Control developed two styles of rear anti-roll bars for use with our g-Bar abd g-Link canted-rear-suspension systems. The first, a solid, adjustable rate, bar mounted to the frame rearward of the rearend housing. The second, a splined-end, tubular bar mounted to the rearend housing, below the axle.

Do I really need a rear anti-roll bar? In an effort to correct excessive body roll on an early Mustang, the common approach is to add a large front anti-roll bar. This may initially appear to correct the issue, but with the unintended result of increased understeer on an already nose-heavy vehicle. To regain vehicle cornering balance a rear anti-roll bar may be needed. For mild street-performance vehicles a rear anti-roll bar will provide a noticeable improvement to the “tightness” of the handling. However, on high-performance vehicles operating at or near the vehicle’s traction limits, careful testing is required. First, to determine need of a rear bar, and then to properly setup the vehicle to optimize cornering balance. Testing your vehicle with different springs, shock settings and anti-roll bars will definitely yield increased handling. If it is a specific look you are after then that’s a good enough reason to put one on your car. Nothing is better looking than our billet g-Bar, with splined-end anti-roll bar with billet aluminum arms.

Sliding-Link Adjustable Anti-Roll Bar (g-Bar)The sliding-link anti-roll bar system features a 5/8”-diameter, solid bar mounted to the same frame adapter brackets as the g-Bar suspension cradle for a complete bolt-on installation. Billet-aluminum bushing housings securely hold the bar and feature a grease-zerk fitting, and black-polyurethane bushings with internal grease passages. Our unique sliding-link mechanism, utilizes three distinct indents at each end of the anti-roll-bar lever to create six incremental adjustments. The CNC-machined clevis is locked into each detent by a set screw and jam nut, preventing unintended sliding or twisting of the assembly. Links consist of 3/8” rod-ends, allowing the anti-roll bar to be precisely set to a neutral, non-preload condition, by adjusting the assembly length. The sliding-link anti-roll bar system can be used on the entire family of g-Bar suspensions.

Note: Required g-Bar frame-adapter bracket with integrated anti-roll bar mounting flange is packaged with g-Bar system and must be selected at time of g-Bar purchase.

Billet-aluminum mount

Polyurethane bushing

3-position adjustment mechanism (6 total

combinations)

5/8”-diameter adjustable-rate bar

Adjustable-length endlinks for zero preload

Hot New Product!

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Splined-End Tubular Anti-Roll Bar (g-Bar)Our splined-end anti-roll bar system features a 3/4”-diameter, bent-tube design, that mounts below the rearend-housing. The bar adequately clears FAB9™ and OEM center sections, without decreasing ground clearance. An adjustable, billet-pivot-socket mechanism threads into the g-Bar lower axle-bracket sleeve, and allows the bar to rotate smoothly in a play-free joint. Billet-aluminum arms extend forward, and are connected to the chassis through links consisting of adjustable-length, 3/8” rod-end assemblies. This allows the anti-roll bar to be precisely set in a neutral, non-preloaded state. Double-shear, steel mounts are welded along the stronger, outside corner and across the bottom of the stock frame rail. The combination of Total Control’s exclusive pivot mechanism, splined bar ends, spherical-bearing links, and rigid chassis attachment eliminates delayed resistance in the anti-roll bar system, common with rubber-, or urethane-mounted systems. The splined-end anti-roll bar system can be used on the entire family of g-Bar suspensions.

Note: Required g-Bar axle bracket with integrated anti-roll-bar socket boss is packaged with g-Bar system and must be selected at time of g-Bar purchase.

Adjustable Anti-Roll Bar (Leaf Springs)


TCP ARRM1-12 Adjustable anti-roll bar, 3/4” solid, bolt-on, 1964-73 Mustang/Cougar $267.00


5806-M10 g-Bar anti-roll bar, splined-end tubular, 1964-73 Mustang and 1967-73 Cougar $495.00

Urethane-bushing mounts

Bolt-on axle clamps

Two endlink positions

3/4” diameter

Our bolt-on anti-roll bar is designed for leaf-spring rear suspensions on Mustangs and Cougars from 1964 through 1973. The bar is mounted directly underneath the axle tube using bolt-on clamps for more exhaust clearance. The solid anti-roll bar measures 3/4” and features multiple endlink mounting holes for a total of three incremental rate adjustments. Bars are silver-with-black-vein powder coated and ship with all necessary hardware.


REAR SUSPENSION

Hot New Product!

Shown installed on g-Bar FAB9™ housing1/2”-drive

jam fastener

Low-friction polymer bearing

Billet-aluminum lever arm

Double-shear frame clevis

Billet splined bar end

Lightweight 3/4” hollow bar

Center-section clearance bends

Pivot-socket housing

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Direct-Fit FAB9 TM Rearend HousingsTotal Control Products is proud to offer Chassiswork’s direct-fit, FAB9™ fabricated 9” rearend housings. Engineered to accept all 9”, Ford-style differentials, each FAB9™ includes a fully-welded center section with internal gussets, 3” axle tubes, and Ford big-bearing, late-model Torino, housing ends. All housings are manufactured in-house utilizing our state-of-the-art robotic spray-arc welder. Weld penetration, and quality are absolutely outstanding, guaranteeing consistent, reliable performance. Center sections are fully CNC-machined after welding to provide an excellent third-member-seal surface and extremely tight tolerances on the remaining housing features. Optionally, a folded back brace assembly can be factory welded to your FAB9™ housing, substantially strengthening the housing without adding significant weight. Standard housings are constructed from mild steel, but can be upgraded to 4130 chromemoly; recommended for vehicles weighing over 3500 lbs., and/or developing 650-plus horsepower. Housing hardware includes: billet-aluminum, o-ringed filler/inspection cap; axle-tube vent; magnetic drain plug; and alloy-steel, 12-point, mounting studs with locknuts.

g-Bar Direct-Fit FAB9™ HousingsTotal Control’s g-Bar FAB9™ offers exceptional performance, reliability, and adjustability in a bolt-on, factory-welded housing, complete with all suspension brackets. Housings are engineered for proper clearance using either VariShock coil-overs or air-spring suspension; with or without a back brace. Anti-roll-bar bracket options include chassis-mounted (sliding-link bar), axle-housing mounted (splined-end bar), or no anti-roll-bar brackets installed.

Narrowed Housing Widths - Housings can be built to standard widths for OEM wheel offsets or narrowed to accommodate wider tire and wheel combinations. Widths can be narrowed in 1/4” increments to a wheel-to-wheel minimum of 55-1/4” (2” less than factory for 1965-1966 Mustang, and 4” less for 1967-1970 Mustangs and Cougars. Complete correct length axle packages and third members are also available. Ask our sales representatives for details.

FAB9TM complete assembly(shown with optional back braces)

Part Number Description Price84M10-601 FAB9™ g-Bar mild steel, chassis mount ARB1, ‘64-66 Mustang $1,099.00

84M10-611 FAB9™ g-Bar 4130, chassis mount ARB1, ‘64-66 Mustang 1,499.00

84M10-701 FAB9™ g-Bar mild steel, housing mount ARB2, ‘64-66 Mustang 1,149.00

84M10-711 FAB9™ g-Bar 4130, housing mount ARB2, ‘64-66 Mustang 1,549.00

84M20-601 FAB9™ g-Bar mild steel, chassis mount ARB1, ‘67-70 Mustang/Cougar 1,099.00

84M20-611 FAB9™ g-Bar 4130, chassis mount ARB1, ‘67-70 Mustang/Cougar 1,499.00

84M20-701 FAB9™ g-Bar mild steel, housing mount ARB2, ‘67-70 Mustang/Cougar 1,149.00

84M20-711 FAB9™ g-Bar 4130, housing mount ARB2, ‘67-70 Mustang/Cougar 1,549.00

84M30-601 FAB9™ g-Bar mild steel, chassis mount ARB1, ‘71-73 Mustang 1,099.00

84M30-611 FAB9™ g-Bar 4130, chassis mount ARB1, ‘71-73 Mustang 1,499.00

84M30-701 FAB9™ g-Bar mild steel, housing mount ARB2, ‘71-73 Mustang 1,149.00

84M30-711 FAB9™ g-Bar 4130, housing mount ARB2, ‘71-73 Mustang 1,549.00

OPTIONS Folded back brace, mild steel, factory installed 150.00

Folded back brace, 4130, factory installed 250.00

Footnotes: 1 - Chassis mount - Sliding-link adjustable anti-roll bar (5812-M10)2 - Housing mount - Splined-end tubular anti-roll bar (5806-M10)


REAR SUSPENSION

Save time with direct-fit

FAB9s™!

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Model YearMild Steel 4130

$875.00 $1,189.00

Comet 1964-1965 84M10-101 84M10-111

Cougar1967-1970 84M20-101 84M20-1111971-1973 84M30-101 84M30-111

Falcon 1964-1965 84M10-101 84M10-111

Mustang1964-1966 84M10-101 84M10-1111967-1970 84M20-101 84M20-1111971-1973 84M30-101 84M30-111

Ranchero 1964-1965 84M10-101 84M10-111Options (installed)Folded back brace 150.00 200.00

Torque-arm brackets 100.00 100.00

Leaf-Spring Direct-Fit FAB9™ HousingsDirect-fit FAB9™ fabricated housings are available for most models of leaf-spring equipped Mustangs, Cougars, Falcons, and Comets from 1960 through 1973. Heavy-duty, leaf-spring pads are clocked for correct pinion angle and perfect alignment with factory leaf-spring mounts.

Narrowed Housing Widths Housings can be built to standard widths for OEM wheel offsets or narrowed to accommodate wider tire and wheel combinations. Widths can be narrowed in 1/4” increments to a wheel-to-wheel minimum of 55-1/4” (2” less than factory for 1965-1966 Mustangs, and 4” less for 1967-1970 Mustangs and Cougars. Complete correct length axle packages and third members are also available. Ask our sales representatives for details.


REAR SUSPENSION

Save time with direct-fit

FAB9s™!

Part Number Description PriceTCP LSP-03 U-bolt set, 1/2 x 6-1/2” for 3” axle tubes $40.00

U-bolt SetTotal Control’s u-bolts are much stronger because they are manufactured from larger, 1/2”-diameter, alloy steel instead of stock 7/16” material. Gold irridated for durability and formed to fit 3”-diameter axle tubes. These u-bolts will fit with 4- through 5-leaf springs and axle housings, with 2-13/16” through 3”-diameter axle tubes. Included are hardened alloy steel washers and Grade 8 nylon-insert locknuts. Recommended to use LSP-01 or LSP-02 as the stock leaf-spring plates will not accept these larger diameter u-bolts.

Leaf-spring housings available with installed torque-arm brackets

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Leaf-Spring Suspension Systems


TCP LSS-MU1Leaf spring suspension system (Stage 1)

$889-up

TCP LSS-MU2Panhard bar suspension system (Stage 2)

1,359-up

TCP LSS-MU5Torque arm suspension system (Stage 5)

1,299-up

TCP LSS-MU6

Torque arm / panhard bar suspension (Stage 6)

1,779-up

LEAF SPRING OPTIONS

Mid-eye springs, lowers 1” from stock heightReverse-eye springs, lowers 1-1/2” from stock height4-leaf spring set, street4-1/2-leaf spring set, performance/street5-leaf spring set, performance

SHOCK OPTIONS

SensiSet (SS) factory-valvedQuickSet 1 (QS1) single-adjustableQuickSet 1 (QS2) double-adjustable

OPTIONS Adjustable rear anti-roll barU-bolt hardware set, 1/2”Spring plates for staggered shocks (without panhard bar only)

Total Control Products leaf-spring suspensions for 1964-73 Mustangs provide a marked improvement in vehicle handling over standard OEM components. Systems are offered in a variety of performance stages ranging from upgraded factory-style configuration to autocross or track day suited packages equipped with torque arm and panhard bar. All systems include leaf springs, polyurethane

bushing and shackle sets, heavy-duty leaf-spring plates with built-in tie-down loops, and billet-aluminum VariShock direct-replacment shocks. System options include: 1/2” U-bolt set; 4-, 4-1/2-, or 5-leaf springs; mid- or reverse-eyes; factory-valved, single- or double-adjustable VariShocks; and adjustable anti-roll bar.

Stage 1 - Leaf Spring SuspensionTCP LSS-MU1

Stage 2 - Panhard Bar SuspensionTCP LSS-MU2

Optional





REAR SUSPENSION

Stage 5 - Torque Arm SuspensionTCP LSS-MU5

Stage 6 - Torque Arm / Panhard Bar SuspensionTCP LSS-MU6

Optional


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Leaf SpringsTotal Control leaf springs are manufactured from the finest alloy steel to provide the best possible performance for your Mustang. Our leaf springs are available in two modified-eye styles and three-separate spring configurations, providing lower-than-stock ride height, with three levels of ride quality and performance.Leaf-Spring Selection Tips: Eye style determines car height. Leaf count determines ride quality and performance level. Four-leaf springs provide a ride slightly firmer than stock GT leaf springs, and are the correct choice for mostly street driven vehicles. Four and one-half-leaf springs are recommended for moderate performance and spirited street driving. The extra half leaf provides additional stiffness between the forward eye and axle, better resisting spring wrap-up. Five-leaf springs provide the firmest ride and resistance to wrap up, and are primarily used for performance driving.

Part Number Description PriceTCP LSM-M40 Mid-eye, 4-leaf spring, 1964-73 Mustang $289.00

TCP LSM-M45 Mid-eye, 4-1/2-leaf spring, 1964-73 Mustang 289.00

TCP LSM-M50 Mid-eye, 5-leaf spring, 1964-73 Mustang 308.00

TCP LSM-R40 Reverse-eye, 4-leaf spring, 1964-73 Mustang 289.00

TCP LSM-R45 Reverse-eye, 4-1/2-leaf spring, 1964-73 Mustang 359.00

TCP LSM-R50 Reverse-eye, 5-leaf spring, 1964-73 Mustang 308.00


REAR SUSPENSION

Mid Eye - Adding a counter bend at the base of each eye repositions the mounting bolts to sit along the centerline of the spring stack. This brings the axle closer to the chassis, lowering the vehicle roughly half the diameter of the spring eyes, or approximately 1”.

Reverse Eye - Coiling the spring eyes in the opposite direction from stock, places the mounting bolts below spring-stack centerline, resulting in a ride height roughly 1-1/2” below stock. The ultra-low stance creates a sleek vehicle profile, and lowers the vehicle’s center-of-gravity for improved handling.

4-1/2 Leaf Mid Eye

5 Leaf Reverse Eye

Standard Eye - OEM leaf springs position the eyes above the centerline of the spring stack. This places the axle at its furthest distance from the chassis, commonly referred to as the stock ride-height position.

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Leaf-Spring PlatesOur direct-replacement leaf-spring plates feature an integrated tie-down loop for added convenience when securing a vehicle to a trailer. The oversized loop measures 1.5x3.7”, allowing plenty of clearance for heavy-duty strap hooks. The plate is manufactured from 3/16” plate steel with CNC-press-brake-formed sides, creating the strongest welded joints possible. Radiused gussets extend downward to support the loop at its lower corners and improve structural stability at the shock-mount tab. To give more clearance for brake lines on common 9”-housing conversions, the shock-mount position has been moved slightly forward. The shock tab uses heavier, 1/4”-thick steel and features a 0.85”-diameter mounting hole for use with aftermarket-shock urethane bushings. The plates are designed for 2-1/2”-wide leaf springs and can be installed on various make-and model vehicles. Slotted holes enable the use of 7/16” or 1/2” u-bolts and 2-1/4” to 3-1/4”-diameter axle tubes. For appearance, all corner welds are ground smooth, adding to the overall curved, flowing design. Zinc plating enhances the quality finish and provides protection against corrosion.

Part Number Applications PriceTCP LSP-01 Standard shocks $143.00

TCP LSP-02 Staggered shocks 143.00

Model YearFront-Eye

Bushing SetRear-Eye

Shackle Set$46.00 $102.00

Comet 1964-1977 TCP LSP-04 -Cougar 1967-1970 TCP LSP-04 -

1971-1972 TCP LSP-04 TCP LSP-051973 TCP LSP-04 -

Cyclone 1964-1965 TCP LSP-04 -Fairlane 1965-1971 TCP LSP-04 -Falcon 1964-1970 TCP LSP-04 TCP LSP-05Maverick 1970-1977 TCP LSP-04 -Montego 1968-1971 TCP LSP-04 -Mustang 1964-1973 TCP LSP-04 TCP LSP-05Ranchero 1964-1971 TCP LSP-04 -Torino 1968-1971 TCP LSP-04 -


REAR SUSPENSION

Part Number Description PriceTCP LSP-03 U-bolt set, 1/2 x 6-1/2” for 3” axle tubes $40.00

U-bolt SetTotal Control’s u-bolts are much stronger because they are manufactured from larger, 1/2”-diameter, alloy steel instead of stock 7/16” material. Gold irridated for durability and formed to fit 3”-diameter axle tubes. These u-bolts will fit with 4- through 5-leaf springs and axle housings, with 2-13/16” through 3”-diameter axle tubes. Included are hardened alloy steel washers and Grade 8 nylon-insert locknuts. Recommended to use LSP-01 or LSP-02 as the stock leaf-spring plates will not accept these larger-diameter u-bolts.

Leaf-Spring BushingsTotal Control leaf-spring, polyurethane-bushing sets provide a more stable interface between the leaf springs and the chassis. Poly material has a significantly higher durometer making it more difficult to compress, resulting in reduced deflection and better handling. Front set includes black poly bushings for leaf spring front eyes with sleeves, and hardware. Rear shackle set contains black poly bushings for leaf spring rear eye and chassis mounts, heavy duty shackle set and Grade 8 hardware. Multiple tubes of Teflon® impregnated assembly lube are also included with each set. Each set will fit 1964-1/2 to 1973 Mustangs and many other ‘60s and ‘70s classic Fords.

TCP LSP-04Front-eye bushing set

TCP LSP-05Rear-eye shackle set

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Panhard Bar SystemOur panhard bar system for leaf-spring suspensions greatly improves vehicle handling response by providing superior control over side-to-side movement of the rearend housing. Installation and proper setup provides a noticeable change in vehicle handling with a more direct and connected feel during cornering. Minimizing the nervous tendencies of leaf spring suspensions with the TCP panhard bar makes driving near the vehicle’s performance limit much easier.

Part Number Description PriceTCP PHL-M10 Panhard Bar - Includes

frame brackets, welded steel support tube, aluminum panhard rod and passenger-side spring plate.

$499.00

TCP PHS-M10 Driver-Side Spring Plate - Required for installation of sliding-link anti-roll bar.

89.00

TCP PHA-M10 Sliding-Link Anti-Roll Bar - Includes 5-position adjustment bar, billet-clevis endlink mounts, endlink assemblies, and poly-bushing billet-aluminum mounts

479.00

REAR SUSPENSION

• Controls side-to-side axle movement

• Improves cornering stability

• Predictable handling characteristics

• Adjustable roll center geometry

• Integrated anti-roll bar mounts, shock mounts, and tie-down loops

Shown with optional sliding-link anti-roll bar and driver-side spring plate.

Sliding-Link Adjustable Anti-Roll Bar - OPTIONWith chassis mounts integrated into the panhard bar frame brackets adding an adjustable-rate anti-roll bar couldn’t be easier. Our unique sliding-link mechanism, utilizes three distinct indents at each end of the anti-roll-bar lever to create six incremental adjustments. Links consist of 3/8” rod-ends, allowing the anti-roll bar to be precisely set to a neutral, non-preload condition.

Note: Panhard bar and driver-side spring plate are required for installation of this product.

Adjustable GeometryMultiple mounting holes for each end of the panhard rod allows the system to be used at multiple ride heights and provides adjustment of the vehicle roll center. Altering the roll center affects the understeer and oversteer characteristics of the car and is a quick and easy method to achieve better handling performance.


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How It Works The arm is mounted at three points: a swiveling connection at the chassis, and two fixed mounts at the rearend housing. As torque is applied to the rear wheels, the arm (now fixed to the housing) rotates to push upward at the chassis mount while simultaneously pushing downward onto the wheels. Downward force creates additional traction that is equally distributed to each tire regardless of current body-roll or suspension-travel state. The arm’s rigid construction provides instant torque control. Leaf-spring movement and bushing compliance are left available for ride-quality and suspension control. As a result, throttle response and acceleration are immediate due to an increase in available traction and lack of leaf-spring “wrap-up,” a common source of wheel hop.

Bolt-On Installation Installation is a direct bolt-on when using our subframe-connector system and specific FAB9™ bolt-in housings. Housings and connector supports include welded mounting tabs to greatly streamline installation and save time. An optional bracket set and welding fixture are available for installation with your existing 9” housing. Additionally, fabrication of a chassis-mounted crossmember with torque-arm front mount is required. Grade-8 hardware, mounted double shear, secures the arm at each of its three attachment points: the top and bottom of the housing, and front chassis mount. Direct attachments welded to the housing provide a stronger, more-secure torque-arm assembly than torque arms that bolt to the drop-out case. Additionally, the newer style provides larger mounting hardware, plus a wider torque arm for increased rigidity.

Pinion Angle Correct pinion angle during acceleration is key to eliminating unwanted vibrations and additional friction caused by misaligned drivetrain components. The addition of a torque arm provides two significant, pinion-angle-related benefits: greatly reduced housing rotation (which causes pinion-angle changes from acceleration to deceleration) and a means to precisely adjust pinion angle. Only 1-1/2 to 2 degrees of negative pinion angle is required, versus 4-7 degrees when relying on leaf springs for torque control. The driveline remains closer to its ideal, most-efficient position at all times. A double-adjustment coupler located along the lower arm tube provides a simple means of precise pinion angle adjustment within a 6-1/2-degree range.

9” Housing Torque ArmThe TCP torque arm is a bolt-on, pinion-angle-adjustable traction device that can be used with our rear pushrod or factory leaf-spring suspensions. Similar to traction bars, the arm converts torque to downward force at the tires, but has the benefit of providing improved traction during both straight-line and cornering acceleration. Direct bolt-on installation has been designed for vehicles lowered 1-1/2 to 2”, using our subframe-connector system (1964-1970 Mustangs, 1967-1970 Cougars) and specific bolt-in FAB9™ fabricated 9” housing. Torque arms can also be installed on most Ford 9”-equipped vehicles, but will require an additional weld-in bracket kit (TCP TABKT-2 or TCP TABKT-3) and crossmember fabrication. A bolt-on welding fixture (TCP TABKT-1) is also available to correctly position the mounting tabs.

Model YearMustang 1964-1970Cougar 1967-1970

Shown with leaf-spring FAB9™ housing

Bolt-in installation requires TCP subframe-connector system and specific FAB9™ housing. Includes: torque arms, dogbone end link, and mounting hardware.

Description Part Number PriceTorque arm, 1964-1970 Mustang TCP TA2F9-33 $411.00

Torque arm, 1967-1970 Cougar TCP TA2F9-36 462.00

Bracket-installation tool - Ford 9”(bolt-on welding fixture) TCP TABKT-1 72.00

Bracket set for OEM 9” housing(requires welding) TCP TABKT-2 52.00

Bracket set for FAB9™ housing(requires welding) TCP TABKT-3 52.00

Bracket set for OEM 8” housing(requires welding) TCP TABKT-4 52.00

Bolt-on weld fixtureTCP TABKT-1

Weld-on brackets and fixture available




Now Includes FAB9TM Housing and Subframe Connector Package

Rear Pushrod-Suspension SystemThe TCP rear pushrod-suspension system enables dramatically improved handling performance for classic Mustangs and Fords in a high-tech, self-contained package. The original leaf-spring suspension relies heavily on the springs to handle rearend-housing movement in six directions as well as torque reactions during acceleration and braking. Replacing the leaf springs are double-adjustable VariShock coil-overs, tubular trailing arms, a watts-link assembly and heavy-duty torque arm. Separating control jobs to individual components enables a superior level of positioning and geometry accuracy. The result is consistent, predictable handling suitable for the most demanding of performance applications. Additional benefits include significant improvement to chassis rigidity and extremely precise tuning adjustments such as variable ride height, wheelbase, housing alignment, instant center, pinion angle and shock valving, as well as a choice of spring rates. High-quality construction combined with a wide range of adjustments make this system equally at home on the street, strip or road course.

Make Model Year Bodystyle PriceFord Mustang 1964-1966 Coupe $5,345 up

Convertible 5,345 upFastback 5,345 up

1967-1970 Coupe 5,345 upConvertible 5,345 upFastback 5,345 up

Mercury Cougar 1967-1970 Convertible 5,445 upHardtop 5,445 up

Includes: clip weld assembly, FAB9™ housing, torque arm, VariShock coil-overs, springs, rocker assemblies, trailing arms, watts-link assembly, subframe connectors and connector support. System shipped via truck freight.

New-and-ImprovedTorque Arm Design


REAR SUSPENSION

Shown with optional driveshaft safety loop

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Installation Our engineers paid particular attention to simplifying the installation by employing a detachable clip assembly similar to systems used on modern race cars. Our tubular subframe connectors along with four mounting brackets are first welded directly to the chassis. Existing factory mounting locations serve as index features to accurately position the mounting brackets and subframe connectors without risk of incorrect measurements or installer error. The rear-clip assembly and subframe-connector support are then bolted securely to the mounting brackets and weld-in subframe connectors. The remaining suspension components simply bolt to existing mounts on the rear-clip assembly, subframe-connector support, and rearend housing. To guide you through each step of installation, setup and fine-tuning, a detailed, illustrated instruction manual is provided with each kit.

Rear-Clip Weld Assembly The main structural component of the system is the rear-clip welded assembly. It has been designed to handle vertical and lateral suspension forces, as well as increase torsional rigidity of the chassis. In order to provide a stable platform for the shock, rocker and watts-link mounts, load-bearing lengths of the clip were constructed from 1-1/2x.120”-wall, square-steel tubing. A diagonal truss-bracing structure, made of 1x.120”-wall square tubing, effectively reinforces the shock-mounting area and provides the majority of lateral support for loads transmitted through the watts-link tubes. The lower corners of the clip are further strengthened by 3/16”-thick sheet-metal gussets. Each piece of tubing is capped to improve torsional strength and to prevent moisture from entering the assembly. Vertical uprights are fitted with stout, 1/4”-thick mounting plates with slotted holes to allow for chassis variances during installation. Clip frame rails are capped at their leading edges and fitted with two bolt sleeves to prevent the tube from collapsing when mounting hardware is tightened. To complete the assembly, a gloss-black-powder-coat finish is applied for corrosion resistance and quality appearance.

Mounting Brackets The rear-clip assembly is secured to the vehicle by four mounting brackets that must be welded to the chassis. Forward brackets are positioned by the front leaf-spring-mounting bolt, then welded along the inside edge of the factory frame rail. Rear upright brackets are shipped as two separate components: a welded base-to-side-plate assembly and a separate, loose side plate. The mount bases are a stout 3/4”thick to provide sturdy thread engagement for the clip-mounting bolts. During installation, a clamp is used to sandwich the factory frame rail between the base assembly and loose plate. This ensures a perfect bracket fit and eliminates the possibility of filling gaps around the bracket when welding. The clip assembly is secured to the welded chassis brackets by eight 1/2”, Grade-8 bolts.


REAR SUSPENSION

Index hole

1/4” steel

1/2” Grade-8 bolts

3/4”-thick threaded base

Clamp-fit side plate

NAVIGATION BUTTONS


Lay-Down Shock Configuration The most-eye-catching feature of the system is the pushrod, rocker and shock arrangement. This configuration enables vehicle corner balancing and over 2” of ride-height adjustment without affecting the designed travel balance of the shocks.

Adjustable-Length Pushrods Adjustable-length rod-end assemblies make up the pushrods mounted to the rearend housing’s axle brackets. Pushrods can be fastened in one of three ride-height positions (1, 2, or 3” below stock) and can also be adjusted for length within a 1/2” range. Rod ends are high-strength, 4130 chromemoly and feature Teflon® bearing races for quiet operation and extended service life.

Roller-Bearing Rockers As the rearend housing moves, the pushrod rotates the rocker, compressing the coil-over shock. The rocker uses increasing rate geometry to improve ride quality without sacrificing performance potential. Rocker bodies are CNC-machined from 6061-T6 aluminum and feature a full-width outside bridge and closed weight-reduction pockets for maximized strength with minimal deflection. Dual-sealed roller bearings are contained in each rocker body, held in place by a retaining ring. Specially machined aluminum spacers sit on each side of the bearing stack to further protect the bearings and extend service life.

Double-Adjustable QuickSet 2 VariShocks The VariShock coil-over features separate, 16-position compression and rebound valve adjustments, enabling a wide range of tuning capabilities. Adjustment knobs are easily accessible at the base of the shock and allow adjustments to be made by hand in just a few seconds, without removing or unbolting the shock. Shock-mounting eyes are fitted with premium urethane bushings with up to 350% more material and higher load capacity than common poly bushings.

High-Travel VariSprings VariSprings use a new, high-tensile wire, stronger than chrome-silicon wire used by other manufacturers. This material improvement allows the springs to compress until the coils touch without damaging the spring or causing it to “take a set.” The additional usable travel enables a smaller, lighter-weight spring, with greater travel than a comparable spring of the same advertised rate. Available spring rates range from 210-450 lbs/in., with steps between rates sufficiently close to make very fine adjustments in vehicle-cornering balance and ride quality. Springs are finished in silver powder coating and labeled with part number and spring rate for easy reference.

VariSpring Options PriceChoice of spring rate: 210, 240, 275, 310, 350, 400, or 450 lbs/in. Included

Second set of springs (for advanced tuning) $100.00





FAB9™ Direct-Fit Housing The Chassisworks FAB9™ housing offers exceptional strength, performance, reliability and adjustability with a simple, direct-fit installation. Finite-element-analysis software was used to create a fabricated 9” (FAB9™) center section stronger yet lighter than its OEM counterpart. Angular panels, internal gussets and a heavy-wall front face are assembled by robotic-spray-arc welder to ensure every housing is built to exacting standards. Axle tubes are 3” in diameter and welded along the internal tube gusset as well as the tapered edge of the center section. Tying the center section and axle tubes together are the folded back braces, exact-fit boxed structures spanning from the outer edge of the back panel to the inside edge of the axle mounts. Their tapered design is broad closest to the center section for maximum support and narrows towards the housing ends for lighter weight. It is the enclosed chambers at each end of the of center section and along the backside of the axle tubes that give the entire assembly superior strength over any other housing design.

Housings ship as an uncoated, welded assembly, complete with torque-arm mounts, watts-pivot bung, multiple-position trailing-arm and pushrod mounts, folded back braces, axle-tube vent, and big-bearing, late-Torino housing ends. Housings are available in stock widths of 51.75” (57.25” wheel-to-wheel) and 53.75” (59.25” wheel-to-wheel with 1/4”-thick hats). Standard-priced FAB9™ housings are constructed from mild steel but can be upgraded to 4130 chromemoly for an additional charge.

Torque Arm The TCP Torque Arm is a bolt-on, pinion-angle-adjustable traction device that converts torque to downward force at the tires. The arm is mounted at three points: a swiveling connection at the connector support, and two solid mounts at the rearend housing. Rigid construction and extremely stable mounting points provide instant torque control, resulting in more-immediate throttle response and acceleration.

Subframe-Connector System In addition to the subframe-connector system’s primary job of stiffening the chassis, it also serves as the torque-arm-attachment point to the vehicle. During heavy acceleration, the torque arm pushes upward upon the chassis with great force. The connector assembly distributes the vertical forces from the torque arm across a broad area of the undercarriage. This reduces localized stresses and also creates a more-stable crossmember for a noticeable improvement in torque control and throttle response.

FAB9™ Rearend Housing Options Price

Mild steel, 51.75” housing width, 57.25” wheel-to-wheel (stock width, 1964-1966) Included

Mild steel, 53.75” housing width, 59.25” wheel-to-wheel (stock width, 1967-1970) Included

4130 chromemoly, 51.75” housing width, 57.25” wheel-to-wheel (stock width, 1964-1966) $400.00

4130 chromemoly, 53.75” housing width, 59.25” wheel-to-wheel (stock width, 1967-1970) 400.00

Shorter 51.75” housings can be selected for use on 1967-1970 vehicles. Wheels will require custom width and backspacing.

Subframe-Connector Options PriceSubframe connectors and connector support IncludedDriveshaft safety loop (coupe, fastback, hardtop) $95.00


REAR SUSPENSION

Torque-arm mount

Internal tubegusset

Fill/inspection hole

Robotic-spray-arcwelded

Torque-arm mount

Magnetic drain plugWatts-pivot bung

Axle vent

3” axle tubes

Folded back brace

NAVIGATION BUTTONS


Watts-Link SystemThe watts-link assembly is responsible for keeping the rearend housing centered in relation to the chassis and defining the rear suspension’s roll center. The assembly is comprised of two staggered links mounted to the rear-clip weld assembly and a central pivot attached to the rearend housing. When cornering, link tubes handle forces in the most-structurally efficient method, compression and tension, rather than as a bending member such as a leaf-spring suspension. This results in immediate, positive location of the rearend when entering and exiting corners. As the rearend housing moves vertically, the central pivot rotates slightly to follow the two arcs defined by the link assemblies. This pivoting action splits the difference between the two arcs, allowing the housing to travel in a perfectly straight line. Vehicle performance benefits include extremely consistent cornering balance and identical turn-in characteristics for both left- and right-hand turns, neither possible with panhard bars or leaf springs.

Chromemoly Trailing ArmsThe primary job of trailing arms is to control fore/aft positioning of the rearend housing in relation to the chassis and to direct forward force into the chassis during acceleration. Trailing-arm assemblies are mounted at the factory front leaf-spring mount and attached to the rearend-housing axle bracket in one of three available positions. Each position alters the specific point at which force, transferred through the suspension links, is directed into the chassis — commonly known as the “instant center.” The ability to move the instant center enables a useful tuning aid for acceleration and cornering characteristics.

Due to the high loads transferred through the trailing-arm assemblies, 4130 chromemoly steel tubing is used. Large-diameter, 1-1/4x.083”-wall tubing has the benefit of greater strength without the additional weight of smaller-diameter, thicker-wall material. In order to safely use rod ends with thin-wall tubing, CNC-machined tube adapters must be TIG-welded to the end of each tube. Adapters provide the necessary thread strength, with the left-threaded adapter also serving as a 1-1/8” adjustment hex. Once welded, tube assemblies are zinc-plated for corrosion resistance.





Performance 13” Front DiscsOur front disc-brake kit features rear-mounted, fixed, 6-piston calipers and 13x1.10”, directional-vaned, slotted rotors with billet-aluminum hats and hubs. The bolt-together hat-hub-rotor assembly allows worn or damaged components to be replaced easily and economically. Standard GT rotors feature an uncoated surface, ideal for extended high-temperature operation. Kits can also be upgraded to cross-drilled and zinc-washed SRP rotors. Our enhanced-friction, ceramic-formula brake pads provide smooth engagement and long service life, with low noise and brake-dust levels for performance driving applications. The kit is designed for use with OEM Mustang disc-brake spindles with crossbolt mounting method from 1968 through 1973 and requires 17”- or-larger wheels.

Forged Superlite Caliper Our Mustang brake kit uses Wilwood’s Forged Superlite 6R (SL6R), 6-piston radial mount, aluminum calipers for superior rigidity, enhanced braking performance and pedal feel. These calipers use a closed end design that is further strengthened by five

steel bridge bolts extending through the caliper body and directly across the brake pads. Stress-flow forging and smooth surface

transitions help to eliminate stress points and reduce overall caliper deflection. Calipers use 1-piece, stainless-steel pistons and high-temperature, square-faced bore seals. Stainless steel slows heat transfer to the brake fluid and improves the system’s resistance to heat-induced pedal fade.

Caliper-fluid requirements are matched to the output capabilities of commonly used factory master cylinders for comfortable performance in a wide range of applications. Vibration-dampening,

stainless-steel bridge-plate inserts protect the caliper body from wear caused by pad movement, greatly extending service life. Dampened external fluid tubes are routed through recessed pockets to keep clear of debris and reduce the potential of vibration-induced wear at the fittings. Two-piece bleed screws are easily accessed at the top of each side of the caliper body and eliminate direct wear to the aluminum body. Brake pads are also changed easily by simply removing the center bridge bolt and sliding the pads out.

High-Performance Rotors The kit comes standard with GT-series, 13”, directional-vaned, assymetrical-slotted rotors measuring 13x1.10”. The GT rotors come uncoated and can withstand extreme operating temperatures for extended periods of time; ideal for high-performance or racing applications. For more-eye-catching, high-end street performance, rotors can be upgraded to a SRP-series directional-vaned, cross-drilled, slotted, zinc-washed rotor measuring 13x1.10”. To maximize cooling-surface area, 48 individual air passages are cast internally into each rotor. Air passages or vanes are directional and curved for increased airflow over standard, straight-vented rotor designs. The slotted surface and optionally available cross-drilled holes improve pad-to-rotor contact by wiping the pad clean and allowing brake dust and gases to be easily exhausted.

Billet-Aluminum Hat and Hub Separate, billet-aluminum hats and hubs reduce unnecessary weight and allow components to be easily replaced if damaged or worn. Hats use a solid-wall, concave design to improve rotor stability. Their black-anodized finish prevents oxidation and resists scratching. Rotors and hats

are secured by safety-wire-drilled, 12-point bolts in a 12-bolt configuration. Hubs are silver-anodized-matte finish with

matching screw-on cap with O-ring seal. Assemblies include both 4-1/2” and 4-3/4”, 5-lug bolt patterns with 1/2x2” wheel studs or optional 1/2x3” studs.

Tapered wheel bearings and seals also included.

Kits include: caliper, rotor, hat, hub, studs, bearings, pads

and mounting hardware

Model YearGT 6-piston SRP 6-piston$1600.00 $1700.00

Fairlane1968-1969 140-10219 140-10219-D1970-1971 140-10220 140-10220-D

Falcon 1968-1970 140-10219 140-10219-D

Mustang1968-1969 140-10219 140-10219-D1970-1973 140-10220 140-10220-D

Note: Installation requires disc spindleOption: Red powder-coated calipers $155 pr.

Also available for select 1968-1973 models of Comet, Cougar, Fairlane, Falcon, Montego, Mustang, Ranchero and Torino. See application chart (Page 68) for expanded list.

SRP rotor SL6R caliper


BRAKES

GT Rotor

Red caliper option $155

NAVIGATION BUTTONS


Street 12” Front DiscsOur front disc-brake kit features rear-mounted, fixed, 4-piston, forged-aluminum calipers and 12.19x.81”, vented rotors with billet-aluminum hats and hubs. The bolt-together hat-hub-rotor assembly allows worn or damaged components to be replaced easily and economically. Standard HP rotors are uncoated and feature a smooth abrasion surface, ideal for extended high-temperature operation. Kits can also be upgraded to slotted, cross-drilled and zinc-washed SRP rotors. Our enhanced-friction, ceramic-formula brake pads provide smooth engagement and long service life, with low noise and brake-dust levels for performance driving applications. The kit is designed for use with OEM Mustang spindles from 1965 through 1973 and requires 15”-or-larger wheels. Wheel hubs increase track width .09” per side.

Forged Dynalite Caliper Wilwood’s Forged Dynalite (FDL) 4-piston, aluminum, lug-mount caliper is used for its superior rigidity, enhanced braking performance and pedal feel. The calipers use a closed-end, internal fluid passage design that is further strengthened by four steel bridge bolts extending through the caliper body. Stress-flow forging and smooth surface transitions help to eliminate stress points and reduce overall caliper deflection.

FDL calipers use 1-piece, 1.75”-diameter, stainless-steel pistons and high-temperature, square-faced bore seals. Stainless steel slows heat transfer to the brake fluid and improves the system’s resistance to heat-induced pedal fade. This reduction in heat also increases the service life of the fluid and seals. The four individual pistons apply

pressure against both sides of the rotor. Caliper-fluid requirements are matched to the output capabilities of commonly used factory master cylinders, ensuring comfortable

performance in a wide range of applications.

The Dynalite calipers are trouble free and service-friendly. Vibration-dampening, stainless-steel bridge-plate inserts protect the caliper body from wear caused by pad movement, greatly extending service life. Two-piece bleed screws are easily accessed at each corner of the caliper body and eliminate direct wear to the aluminum body. Brake pads are also easily changed by simply removing the retaining pin and sliding the pads out.

High-Performance Rotors The kit comes standard with HP-series vented, smooth-surface rotors measuring 12.19x.81”. HP rotors are uncoated and can withstand extreme operating temperatures for extended periods of time, ideal for high-performance applications. For more-eye-catching, high-end street performance, rotors can be upgraded to a SRP-series vented, cross-drilled, slotted and zinc-washed rotor. To maximize cooling-surface area, 32 individual air passages are cast internally into each rotor. Air passages or vents offer increased airflow and cooling capability over standard, solid-rotor designs. The optional SRP rotor with slotted

surface and cross-drilled holes improves pad-to-rotor contact by wiping the pad clean and allowing brake dust and gases to be easily exhausted.

Billet-Aluminum Hat and Hub Separate, billet-aluminum hats and hubs reduce unnecessary weight and allow components to be easily replaced if damaged or worn. Hats use a solid-wall, concave design to improve rotor stability. Their clear-anodized finish prevents oxidation and resists scratching. Rotors and hats are secured by Grade-8, safety-wire-drilled, hex bolts in an 8-bolt configuration. Hubs are silver-anodized

machine-finished with matching screw-on cap with O-ring seal. Assemblies include both

4-1/2” and 4-3/4”, 5-lug bolt patterns with 1/2x1-3/4” wheel studs or optional 1/2x3” studs.

Wheel bearings and seals also included.

Kits include: caliper, rotor, hat, hub, studs, bearings, pads

and mounting hardware

Wheel hub is 3/4” wider per side. Use correct-offset wheel.

Model YearHP Rotor SRP Rotor$737.00 $837.00

Fairlane1966-1969 140-11072 140-11072-D1970-1971 140-11074 140-11074-D

Falcon1966-1969 140-11072 140-11072-D1970-1971 140-11074 140-11074-D

Mustang1965-1969 140-11072 140-11072-D1970-1973 140-11074 140-11074-D

Option: Red powder-coated calipers $100 pr.

SRP rotor

Also available for select 1965-1974 models of Comet, Cougar, Fairlane, Falcon, Maverick, Montego, Mustang, Ranchero and Torino. See application chart (Page 68) for expanded list.


BRAKES

HP rotor


NAVIGATION BUTTONS



Drag 11-3/4” Front DiscsOur front drag-race-application disc-brake kit features rear-mounted, fixed, 4-piston, forged-aluminum calipers and lightweight, 11-3/4x.35”, solid or drilled, black-oxide-finish rotors with billet-aluminum hats and hubs. The bolt-together hat-hub-rotor assembly allows worn or damaged components to be replaced easily and economically. Our enhanced-friction, ceramic-formula brake pads provide smooth engagement with consistent response from a flat torque curve throughout its entire effective temperature range. The kit is designed for use with OEM Mustang spindles from 1965 through 1969 and requires 15”-or-larger wheels. Performance applications should be limited to drag-race vehicles under 2,800 lbs. A parachute is also required on any vehicle exceeding 150 mph. Wheel hubs increase track width 0.14” per side and may require corrected wheel offset.

Forged Dynalite Caliper Wilwood’s Forged Dynalite (FDL) four-piston, aluminum, lug mount caliper is used for its superior rigidity, enhanced braking performance and pedal feel. The calipers use a closed end, internal fluid passage design that is further strengthened by four steel bridge bolts extending through the caliper body. Stress-flow forging and smooth surface transitions help to eliminate stress points and reduce overall caliper deflection.

FDL calipers use 1-piece, 1.75”-diameter, stainless-steel pistons and high-temperature, square-faced bore seals. Stainless steel slows heat transfer to the brake fluid and improves the systems resistance to heat-induced pedal fade. This reduction in heat also increases the service life of the fluid

and seals. The four individual pistons apply pressure against both sides of the rotor. Caliper-fluid requirements are matched to the output capabilities of commonly used factory master

cylinders, ensuring comfortable performance in a wide range of applications.

The Dynalite calipers are trouble free and service-friendly. Vibration-dampening, stainless-steel bridge-plate inserts protect the caliper body from wear caused by pad movement, greatly extending service life. Two-piece bleed screws are easily accessed at each corner of the caliper body and eliminate direct wear to the aluminum body. Brake pads are also easily changed by simply removing the retaining pin and sliding the pads out.

Lightweight Performance Rotors The kit comes standard with black-oxide-coated, solid rotors, constructed from special alloy steel for its high thermal stability and resistance to distortion. These lightweight performance rotors are designed specifically for drag-racing applications under 2,800 lbs. Rotors measure 11.75x.35” and weigh in at a mere 5.9 lbs. For more-eye-catching performance and reduced weight, rotors can be upgraded to a drilled version weighing only 5.3 lbs.

Billet-Aluminum Hat and Hub Separate, billet-aluminum hats and hubs reduce

unnecessary weight and allow components to be easily replaced if damaged or worn. Hats use a solid-wall, concave design to improve rotor stability. Their clear-anodized finish prevents oxidation and resists scratching. Rotors and hats are secured by Grade-8, safety-wire-drilled hex bolts in an 8-bolt configuration. Hubs are silver-anodized, machine-finished

with matching screw-on cap with O-ring seal. Assemblies include both 4-1/2” and 4-3/4”,

5-lug bolt patterns with 1/2x3” wheel studs. Wheel bearings and seals also included.

Kits include:caliper, rotor, hat,

hub, studs, bearings, pads and mounting hardware

Wheel hub is 3/4” wider per side. Use correct-offset wheel.

Model YearSolidRotor

DrilledRotor

$687.00 $712.00

Comet1 1965-1969 140-4307 140-4307-DCougar 1967-1969 140-4307 140-4307-DFairlane 1966-1969 140-4307 140-4307-DFalcon 1966-1969 140-4307 140-4307-DMontego 1968-1969 140-4307 140-4307-DMustang2 1965-1969 140-4307 140-4307-D

Ranchero 1966-1969 140-4307 140-4307-D

Torino 1968-1969 140-4307 140-4307-DOption: Red powder-coated calipers $100 pr.Footnotes:

1 V8 spindle required (1965 only)2 Excludes Boss 302/429


Drilled rotor

Solid rotor


BRAKES


NAVIGATION BUTTONS


Front Brake Guide

Model Year

Performance 13” Front Street 12” Front4 Drag Race Front4

Spindle6-Piston Caliper

Spindle HP Rotor SRP Rotor Spindle SolidRotor

DrilledRotorGT Rotor SRP Rotor

Comet

1965 - - - Disc/Drum1 140-11072 140-11072-D Disc/Drum1 140-4307 140-4307-D1966-1967 - - - Disc/Drum 140-11072 140-11072-D Disc/Drum 140-4307 140-4307-D1968-1969 Disc 140-10219 140-10219-D Disc/Drum 140-11072 140-11072-D Disc/Drum 140-4307 140-4307-D

1970 Disc 140-10220 140-10220-D Disc/Drum 140-11074 140-11074-D - - -1971 - - - Disc/Drum 140-11074 140-11074-D - - -

1972-1974 - - - Drum 140-11074 140-11074-D - - -

Cougar1967 - - - Disc/Drum 140-11072 140-11072-D Disc/Drum 140-4307 140-4307-D

1968-1969 Disc 140-10219 140-10219-D Disc/Drum 140-11072 140-11072-D Disc/Drum 140-4307 140-4307-D1970-1973 Disc 140-10220 140-10220-D Disc/Drum 140-11074 140-11074-D - - -

Fairlane1966-1967 - - - Disc/Drum 140-11072 140-11072-D Disc/Drum 140-4307 140-4307-D1968-1969 Disc 140-10219 140-10219-D Disc/Drum 140-11072 140-11072-D Disc/Drum 140-4307 140-4307-D1970-1971 Disc 140-10220 140-10220-D Disc/Drum 140-11074 140-11074-D - - -

Falcon

1966-1967 - - - Disc/Drum 140-11072 140-11072-D Disc/Drum 140-4307 140-4307-D1968-1969 Disc 140-10219 140-10219-D Disc/Drum 140-11072 140-11072-D Disc/Drum 140-4307 140-4307-D

1970 Disc 140-10220 140-10220-D Disc/Drum 140-11074 140-11074-D - - -1971 - - - Disc/Drum 140-11074 140-11074-D - - -

Maverick 1970-1974 - - - Drum 140-11074 140-11074-D - - -

Montego1968-1969 Disc 140-10219 140-10219-D Disc/Drum 140-11072 140-11072-D Disc/Drum 140-4307 140-4307-D1970-1971 Disc 140-10220 140-10220-D Disc/Drum 140-11074 140-11074-D - - -

Mustang

1965-1966 - - - Disc/Drum1 140-11072 140-11072-D Disc/Drum1 140-4307 140-4307-D1967 - - - Disc/Drum 140-11072 140-11072-D Disc/Drum 140-4307 140-4307-D

1968-19692 Disc 140-10219 140-10219-D Disc/Drum 140-11072 140-11072-D Disc/Drum 140-4307 140-4307-D1970-19733 Disc 140-10220 140-10220-D Disc/Drum 140-11074 140-11074-D - - -

Mustang(GT 350/500) 1970 Disc 140-10219 140-10219-D Disc 140-11072 140-11072-D Disc/Drum 140-4307 140-4307-D

Ranchero1966-1967 - - - Disc/Drum 140-11072 140-11072-D Disc/Drum 140-4307 140-4307-D1968-1969 Disc 140-10219 140-10219-D Disc/Drum 140-11072 140-11072-D Disc/Drum 140-4307 140-4307-D1970-1971 Disc 140-10220 140-10220-D Disc/Drum 140-11074 140-11074-D - - -

Torino1968-1969 Disc 140-10219 140-10219-D Disc/Drum 140-11072 140-11072-D Disc/Drum 140-4307 140-4307-D1970-1971 Disc 140-10220 140-10220-D Disc/Drum 140-11074 140-11074-D - - -

Footnotes:1 V8 spindle required2 Excludes Boss 302/4293 Excludes Shelby GT 350/5004 Wheel hub is slightly wider per side; .09” to .14” depending upon kit. Use correct offset wheel.

Applications


BRAKESNAVIGATION BUTTONS



Exploded Diagrams

Performance 13” View of passenger’s-side assembly. Caliper mounted toward rear of vehicle

Drag Race View of driver’s-side assembly. Caliper mounted toward rear of vehicle

Street 12” View of driver’s-side assembly. Caliper mounted toward rear of vehicle




Rear Disc Parking BrakesOur rear disc brake kits feature rear mounted, fixed, 4-piston aluminum calipers and 12.19”, 13”, or 14” x .81” vented rotors with integrated parking brake mechanism. A combination disc/drum rotor assembly allows the parking brake components to be hidden neatly inside. Standard HP rotors are uncoated and feature a smooth abrasion surface, ideal for extended high temperature operation. Kits can also be upgraded to slotted, cross-drilled and zinc-washed SRP rotors for a high-quality modern appearance. Our enhanced friction ceramic formula brake pads provide smooth engagement and long service life with low noise and brake dust levels for performance driving applications. Kits are available for most standard housing ends and require 15” (12.19” rotor), 17” (13” rotor), 18” (14” rotor), or larger wheels for proper caliper clearance.

SRP Series Rotors shown. Vented rotors are also available with smooth surface, plain finish HP Series Rotor for extended high temperature use.

14” rotor with SL4R radial-mount caliper

12.19” Rotor withForged Dynalite Caliper

Drag Race Rear Disc BrakesOur drag race rear disc brake kit features rear mounted, fixed, forged four-piston calipers and 11.44” x .35” solid or drilled, black oxide finish rotors with billet aluminum hats. The bolt together hat, rotor assembly allows worn or damaged components to be replaced easily and economically. Our enhanced friction ceramic formula brake pads provide smooth engagement with consistent response from a flat torque curve throughout its entire effective temperature range. The kit is available for all standard Ford housing ends and requires 15” or larger wheels. Performance applications should be limited to drag race vehicles under 2,800 lbs. A parachute is also required on any vehicle exceeding 150 mph.

11.44” Rotor withForged Dynalite Caliper

Red caliper option available

Red caliper option available





Performance 14” and 13” Rear DiscsBillet SL4R Radial Mount Caliper The Performance 14” and 13” kits use Wilwood’s SL4R four-piston, billet aluminum, radial mount caliper for its superior rigidity, enhanced braking performance and pedal feel. These calipers use a closed end design that is further strengthened by five steel bridge bolts extending through the caliper body and directly across the brake pads. Smooth surface transitions help to eliminate stress points and reduce overall caliper deflection. The SL4R caliper uses lightweight, coated aluminum pistons and high temperature rubber boots to seal out debris from the piston bores. The total seal design reduces unnecessary

wear, increasing the service life of the pistons. Caliper fluid requirements are matched to the output capabilities of commonly used factory master cylinders ensuring comfortable performance in a wide range of applications. Vibration dampening stainless steel bridge plate inserts protect the caliper body from wear

caused by pad movement, greatly extending service life. Dampened external fluid tubes are routed through

recessed pockets to keep clear of debris and reduce the potential of vibration induced wear at the fittings. Two-piece bleed screws are easily accessed at the top of each side of the caliper body and eliminate direct wear to the aluminum body. Brake pads are also changed easily by simply

removing the center bridge bolt and sliding the pads out.

High Performance Vented Disc Rotors The kit comes standard with HP series, vented, smooth surface, rotors with integrated drum and measure 14” x 1.10”, or 13” x .81”. The HP rotors come uncoated and can withstand extreme operating temperatures for extended periods of time; ideal for high performance applications. For more eye-catching high-end street performance, rotors can be upgraded to a SRP series vented, cross-drilled, slotted and zinc washed rotor. To maximize cooling surface area, individual air passages are cast internally into each rotor. Air passages or vents offer increased airflow and cooling capability over standard solid rotor designs. The optional SRP rotor with slotted surface and cross-drilled holes improve pad to rotor contact by wiping the pad clean and allowing brake dust and gases to be easily exhausted.

2-piece Steel Hat Drum Separate machine finished, cast steel hats provide the holding drum for the parking brake shoes and allow components to be easily replaced if damaged or worn. Rotors and hats are secured in a 12-bolt configuration to provide additional stability to the rotor. Hats are drilled for multiple five-lug bolt patterns and accept 1/2” wheel studs.

Billet Aluminum Bracket Assembly The parking-brake, and caliper-bracket assembly is machined from high-strength billet aluminum. Structural mounting points on each bracket receive spline-threaded steel inserts, reducing the mounting hardware and simplifying installation. All components are anodized, painted, or plated for corrosion resistance and extended service life.


BRAKES

SRP Rotor

Performance 13”Housing Style Axle

OffsetHP Rotor SRP Rotor$1495.00 $1595.00

Small Ford (Early Mustang) 2.66” WW 140-9216 WW 140-9216-DBig Ford (Early) 2.36” WW 140-9217 WW 140-9217-DBig Ford (Late) 2.36” WW 140-9218 WW 140-9218-DBig Ford (Late/Torino) 2.50” WW 140-9219 WW 140-9219-D8.8” Ford (5-lug no ABS/Traction Control) 2.50” WW 140-9223 WW 140-9223-D8.8” Ford (5-lug 2005-Present) 2.66” WW 140-9221 WW 140-9221-DSmall GM w/ C-Clips 2.81” WW 140-9213 WW 140-9213-DSmall GM Special 2.81” WW 140-9215 WW 140-9215-DMopar/Dana (Green Bearing w/ Span Ring) 2.36” WW 140-9222 WW 140-9222-DOlds/Pontiac 2.81” WW 140-9224 WW 140-9224-DOption: Red powder-coated calipers.


Performance 14”Housing Style Axle

OffsetHP Rotor SRP Rotor$1620.00 $1720.00

Big Ford (Late/Torino) 2.50” WW 140-10012 WW 140-10012-DOption: Red powder-coated calipers.

NAVIGATION BUTTONS


Street 12.19” Rear DiscsForged Dynalite Caliper The Wilwood rear disc brake kit uses Forged Dynalite (FDL) four-piston, aluminum, lug mount caliper for its superior rigidity, enhanced braking performance and pedal feel. The calipers use a closed end, internal fluid passage design that is further strengthened by four steel bridge bolts extending through the caliper body. Stress flow forging and smooth surface transitions help to eliminate stress points and reduce overall caliper deflection. FDL calipers use one-piece, 1.38”-bore, stainless-steel pistons and high-temperature, square-

faced bore seals. Stainless steel slows heat transfer to the brake fluid and improves the systems resistance to heat induced pedal fade. This reduction in heat also increases the service life of the fluid and

seals. The four individual pistons apply pressure against both sides of the rotor. Caliper fluid requirements are matched

to the output capabilities of commonly used factory master cylinders ensuring comfortable performance in a wide range of applications. The Dynalite calipers are trouble-free and service friendly. Vibration-dampening, stainless-steel bridge plate inserts protect the caliper body from wear caused by pad movement,

greatly extending service life. Two-piece bleed screws are easily accessed at each corner of the caliper body and eliminate direct wear to the aluminum body. Brake pads

are also easily changed by simply removing the retaining pin and sliding the pads out.

High Performance Disc/Drum Rotors The kit comes standard with HP series, vented, smooth surface, rotors with integrated drum and measure 12.19” x .81”. The HP rotors come uncoated and can withstand extreme operating temperatures for extended periods of time; ideal for high performance applications. For more eye-catching high-end street performance, rotors can be upgraded to a SRP series vented, cross-drilled, slotted and zinc washed rotor. To maximize cooling surface area, 32 individual air passages are cast internally into each rotor. Air passages or vents offer increased airflow and cooling capability over standard solid rotor designs. The optional SRP rotor with slotted surface and cross-drilled holes improve pad to rotor contact by wiping the pad clean and allowing brake dust and gases to be easily exhausted.

Billet Aluminum Bracket Assembly The parking brake and caliper mounting bracket assembly is machined from lightweight, high-strength billet aluminum. Structural mounting points on each bracket receive spline-threaded steel inserts, reducing the mounting hardware and simplifying installation. All components are anodized, painted, or plated for corrosion resistance and extended service life. Brackets are available for all standard housing ends.

SRP RotorHP Rotor


BRAKES

Housing Style Axle Offset

HP Rotor SRP Rotor$649.00 $753.00

Small Ford (Early Mustang) 2.66” WW 140-7143 WW 140-7143-DBig Ford (Early) 2.36” WW 140-7139 WW 140-7139-DBig Ford (Late) 2.36” WW 140-7582 WW 140-7582-DBig Ford (Late/Torino) 2.50” WW 140-7140 WW 140-7140-D8.8” Ford (5-lug no ABS/Traction Control) 2.50” WW 140-7146 WW 140-7146-D8.8” Ford (5-lug 2005-Present) 2.66” WW 140-9228 WW 140-9228-DCamaro/Firebird 93-02 2.75” WW 140-7148 WW 140-7148-DSmall GM w/ C-Clips 2.81” WW 140-7141 WW 140-7141-DSmall GM w/ C-Clips 2.75” WW 140-7149 WW 140-7149-DSmall GM Special 2.81” WW 140-7578 WW 140-7578-DSmall GM (Staggered Shock Mount) 2.75” WW 140-9315 WW 140-9315Mopar/Dana (Green Bearing w/ Span Ring) 2.36” WW 140-7144 WW 140-7144-DOlds/Pontiac 2.81” WW 140-7147 WW 140-7147-DOption: Red powder-coated calipers $100 pr.


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Drag Race 11.44” Rear DiscsForged Dynalite Caliper The Wilwood rear disc brake kit uses Forged Dynalite (FDL) four-piston, aluminum, lug mount caliper for its superior rigidity, enhanced braking performance and pedal feel. The calipers use a closed end, internal fluid passage design that is further strengthened by four steel bridge bolts extending through the caliper body. Stress flow forging and smooth surface transitions help to eliminate stress points and reduce overall caliper deflection. FDL calipers use one-piece, 1.75” diameter, stainless steel pistons and high temperature, square faced bore seals. Stainless steel slows heat transfer to the brake fluid and improves the systems

resistance to heat induced pedal fade. This reduction in heat also increases the service life of the fluid and seals. The four individual pistons apply pressure against both sides of the rotor. Caliper fluid requirements are matched to the output capabilities of commonly used factory master cylinders ensuring comfortable

performance in a wide range of applications. The Dynalite calipers are trouble-free and service friendly. Vibration dampening stainless

steel bridge plate inserts protect the caliper body from wear caused by pad movement, greatly extending service life. Two-piece bleed screws are easily accessed at each

corner of the caliper body and eliminate direct wear to the aluminum body. Brake pads are also easily changed by

simply removing the retaining pin and sliding the pads out.

Lightweight Performance Rotors The kit comes standard with black oxide coated, solid rotors, constructed from special alloy steel for its high thermal stability and resistance to distortion. These lightweight performance rotors are designed specifically for drag racing applications under 2,800 pounds. Rotors measure 11.44” x .35” and weigh in at a mere 5.4 lbs. For more eye-catching performance and reduced weight, rotors can be upgraded to a drilled version weighing only 4.7 lbs.

Billet Aluminum Hat Separate billet aluminum hats reduce unnecessary weight and allow components to be easily replaced if damaged or worn. Hats use a solid wall, cylindrical design to improve rotor stability. Their black anodized finish improves heat dissipation, prevents oxidation, and resists scratching. Rotors and hats are secured by grade 8, safety wire drilled, hex bolts in an 8-bolt configuration. Hats come drilled for 1/2” wheel studs on 4-1/2”, 4-3/4” and 5” five-lug bolt patterns. Hats for larger 5/8” wheel studs are drilled with 4-3/4” and 5” five-lug patterns.



BRAKES

Housing Style Axle Offset

Solid Rotor Drilled Rotor$487.00 $507.00

Small GM w/ C-Clips 2.81” WW 140-0263 WW 140-0263-DSmall GM w/ C-Clip Eliminators 2.81” WW 140-4545 WW 140-4545-DSmall GM Special 2.81” WW 140-5771 WW 140-5771-DSmall Ford (Early Mustang) 2.66” WW 140-0262 WW 140-0262-DBig Ford (Early) 2.36” WW 140-0261 WW 140-0261-DBig Ford (Early) 2.50” WW 140-3623 WW 140-3623-DBig Ford (Late/Torino) 2.50” WW 140-2119 WW 140-2119-DSymmetrical (Lamb / Mark Williams) 2.81” WW 140-0265 WW 140-0265-DSymmetrical (Lamb / Mark Williams - .69” Studs) 2.81” WW 140-5348 WW 140-5348-DMopar/Dana Green Bearing 2.36” WW 140-0260 WW 140-0260-DMopar/Dana Green Bearing w/ Span Ring 2.36” WW 140-5255 WW 140-5255-DMopar/Dana Green Bearing w/ Span Ring 2.50” WW 140-8853 WW 140-8853-DOlds/Pontiac 2.81” WW 140-0264 WW 140-0264-DOlds/Pontiac (.69” studs) 2.81” WW 140-5349 WW 140-5349-DOption: Red powder-coated calipers $100 pr.

NAVIGATION BUTTONS


Applications - Drag Race Rear Disc BrakesHousing Style Axle

OffsetDrag 11.44”

Solid Rotor Drilled RotorSmall GM w/ C-Clips 2.81” WW 140-0263 WW 140-0263-DSmall GM w/ C-Clip Eliminators 2.81” WW 140-4545 WW 140-4545-DSmall GM Special 2.81” WW 140-5771 WW 140-5771-DSmall Ford (Early Mustang) 2.66” WW 140-0262 WW 140-0262-DBig Ford (Early) 2.36” WW 140-0261 WW 140-0261-DBig Ford (Early) 2.50” WW 140-3623 WW 140-3623-DBig Ford (Late/Torino) 2.50” WW 140-2119 WW 140-2119-DSymmetrical (Lamb / Mark Williams) 2.81” WW 140-0265 WW 140-0265-DSymmetrical (Lamb / Mark Williams - .69” Studs) 2.81” WW 140-5348 WW 140-5348-DMopar/Dana Green Bearing 2.36” WW 140-0260 WW 140-0260-DMopar/Dana Green Bearing w/ Span Ring 2.36” WW 140-5255 WW 140-5255-DMopar/Dana Green Bearing w/ Span Ring 2.50” WW 140-8853 WW 140-8853-DOlds/Pontiac 2.81” WW 140-0264 WW 140-0264-DOlds/Pontiac (.69” studs) 2.81” WW 140-5349 WW 140-5349-D

Applications - Rear Disc Brake Parking BrakesHousing Style Axle

OffsetPerformance 13” Street 12.19”

HP Rotor SRP Rotor HP Rotor SRP RotorSmall Ford (Early Mustang) 2.66” WW 140-9216 WW 140-9216-D WW 140-7143 WW 140-7143-DBig Ford (Early) 2.36” WW 140-9217 WW 140-9217-D WW 140-7139 WW 140-7139-DBig Ford (Late) 2.36” WW 140-9218 WW 140-9218-D WW 140-7582 WW 140-7582-DBig Ford (Late/Torino) 2.50” WW 140-9219 WW 140-9219-D WW 140-7140 WW 140-7140-D8.8” Ford (5-lug no ABS/Traction Control) 2.50” WW 140-9223 WW 140-9223-D WW 140-7146 WW 140-7146-D8.8” Ford (5-lug 2005-Present) 2.66” WW 140-9221 WW 140-9221-D WW 140-9228 WW 140-9228-DCamaro/Firebird 93-02 2.75” - - WW 140-7148 WW 140-7148-DSmall GM w/ C-Clips 2.81” WW 140-9213 WW 140-9213-D WW 140-7141 WW 140-7141-DSmall GM w/ C-Clips 2.75” - - WW 140-7149 WW 140-7149-DSmall GM Special 2.81” WW 140-9215 WW 140-9215-D WW 140-7578 WW 140-7578-DSmall GM (Staggered Shock Mount) 2.75” - - WW 140-9315 WW 140-9315Mopar/Dana (Green Bearing w/ Span Ring) 2.36” WW 140-9222 WW 140-9222-D WW 140-7144 WW 140-7144-DOlds/Pontiac 2.81” WW 140-9224 WW 140-9224-D WW 140-7147 WW 140-7147-D

Housing End DiagramsAxle Offset:Measured from face of housing end to outside face of axle flange.

AXLEOFFSET

Rear Brake Guide





Exploded Diagrams

Performance 13” Kit 2-Piece Disc Drum Assembly SL4R Radial Mount Caliper

Street 12.19” Kit 1-Piece Disc/Drum Forged Dynalite Caliper

Drag Race 11.44” Kit 2-Piece Hat Rotor Assembly Forged Dynalite Caliper

MAXIMUMDIA 6.61"TO FIT

WILWOODHAT

.050 X 45°CHAMFER

MAXIMUMDIA 6.11"TO FIT

WILWOODHAT

.050 X 45°CHAMFER

Axle Flange Clearance

Axle Flange Clearance




The Wilwood master cylinder is a direct-mount, high-quality upgrade designed for use with aftermarket brake systems. Master-cylinder bodies are die cast using premium aluminum alloy for increased durability with minimal weight. Exterior finishes are available “as-cast”, “bright finished,” using a media-burnishing technique, or “black e-coated.” Caps are black-anodized, machined aluminum and secured by four fasteners to provide a leakproof seal. Units are available with .88”, 1.00” (manual) and 1.13” (power) bore sizes and feature a 2:1 volume ratio between the primary and secondary chambers. Includes tube-adapter set.

Die-Cast Construction High-pressure die casting of a premium alloy produces a high-capacity body that is lightweight, looks great, and has the durability for competition. Die casting has the benefit of producing detailed components with excellent dimensional tolerance and surface finish without the need for expensive machine time of an equivalent billet part. The result is a lightweight, great-looking part that performs, and at a fraction of the cost. Available for those wanting a show-car look is a bright-finish, media-burnished version (pictured), guaranteed to catch the eye of the most-discriminating enthusiasts.

100%-Fluid Seal A black-anodized, machined-billet lid captures a pressure-balanced bellows gasket for 100% sealing against moisture invasion or fluid leakage. The aluminum lid is vented, allowing the bellows to react to chamber vacuum independently, without disruption of the seal.

Fluid Volumes A total piston stroke of 1.10” is distributed at a 2:1 volume ratio between the primary and secondary chambers. A choice of either .88”, 1.00” or 1.13” bore sizes provides the necessary options to match the volume and pressure requirements of nearly any application. Generally, the .88” and 1.00” bores are used for manual brakes, and 1.13” for power brakes.

Bolt-On Installation The mounting flange is slotted to accommodate installation on bolt centers between 3.22” and 3.40”. It directly bolts on to many OE mounts, including the popular Ford Mustang, Chrysler, GM and Corvette master-cylinder bolt patterns. The body also features two through-hole mounts on 6.40” centers for side mounting to frame members or other secure elements of the chassis.

Plumbing Versatility Each master cylinder is configured with full separation between the front and rear reservoir chambers and fluid outlets. There is pressure access on both sides of the piston bore for right- or left-hand plumbing (based on mount location). Included with the master cylinder are fittings, for various installation configurations. They include one tube adapter measuring 1/2-20x9/16-18 IF (P/N 220-8575); one tube adapter measuring 1/2-20x1/2-20 IF (P/N 220-8574); and two tube adapters measuring 1/2-20x3/8-24 IF. (IF = Inverted Flare)

Tandem-Chamber Master CylinderPart Number Bore Application Finish PriceWW 260-9439 0.88” Manual Standard $200.00

WW 260-8555 1.00” Manual Standard 200.00

WW 260-8556 1.13” Power Standard 200.00

Finishes: Black (-B) add $40; Bright (-P) add $40


BRAKES

Standard finish

Bright finish

Black E-Coat finish

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Brake-System ComponentsTo complement our line of brake kits and components, these additional items will enable you to fine-tune your brake system for improved performance. The proportioning valve provides brake-bias adjustment to optimize available traction and heavy-braking stability. Residual pressure valves maintain line pressure at the caliper or wheel cylinder to provide a firmer pedal and more-immediate braking response. The caliper-pressure gauge allows precise measurement of line pressure to ensure the system is working correctly as well as establishing an adjustment from which to begin.

Residual Pressure ValvesThe Wilwood inline pressure valves retain a minimum brake-line pressure to help eliminate excessive pedal travel in disc- and drum-brake systems. Vehicles equipped with drum brakes require a 10-psi residual-pressure valve to counteract spring tension. The 2-psi valve is used on disc-brake systems with master cylinder mounted below the calipers. Valves are available individually or packaged with fittings.

Caliper Pressure GaugeThe easy-to-read, 2”-diameter, non-hazing face allows for quick brake-line-pressure checks from 0-1500 psi. Twenty-psi graduations and accuracy to 1.5% permit reliable brake-bias setup and brake-system troubleshooting. Gauge threads directly in place of bleeder valve.

Pressure Gauge PriceWW 260-0966 $68.00


BRAKES

Proportioning ValveThe Wilwood proportioning valve uses a compact, lightweight (5.2 oz.), forged-billet design and is an essential component for fine-tuning your brake system. Pressure adjustments range from 100-1000 psi and provide for a maximum decrease of 57% in line pressure, the most of any valve. The valve is typically installed inline to adjust rear brake-line pressure, but can also be installed to reduce front brake-line pressure in skinny-tire Pro Street or drag-racing vehicles.

Proportioning Valve PriceWW 260-8419 $42.00

Brake TypeValve Only Valve with Fittings

$18.00 $20.00

Disc (2 psi, blue) WW 260-1874 WW 260-3278Drum (10 psi, red) WW 260-1876 WW 260-3279

Hose Kit Price6329 $89.00

Braided-Stainless Flex-line KitTCP’s braided-stainless, flex-line kit reduces line flex, common with OEM brake lines, to improve brake system response, and pedal feel. Teflon® hoses, hose ends, and mounting brackets are included.

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DRIVETRAIN9" Third-Members

� ST Iron Case (Nodular Iron)

� Dayton Pinion Support

� 1350 Chrome-moly Yoke

� Truetrac Differential (31- or 35-spline)

8520-112 ST Iron nodular case, 31-spline Truetrac differential, 8620 gear set with choice of ratio (3.50-4.57), chrome-moly 1350 yoke, Daytona iron pinion support

$1,525.00

8520-122 ST Iron nodular case, 35-spline Truetrac differential, 8620 gear set with choice of ratio (3.50-4.57), chrome-moly 1350 yoke, Daytona iron pinion support

1,835.00

ST Iron Trutrac Package (Up to 700 hp, Case - 26.70 lb)

� Pro-Iron Case (Nodular Iron)

� Chrome-moly 1350 Yoke

� Large Stem Pinion Support

The Pro-Iron package is a completely assembled Ford 9” third member shipped ready to install. Cases are constructed from high-grade nodular iron and feature a heavy-wall, cross-ribbed design providing more uniform support for the pinion and carrier bearings. The caps, also nodular iron, are designed with increased thickness for added strength and ring-gear stability. Third members are equipped with 35-spline spools, for reliable acceleration performance in high-horsepower drag race applications. Ring and pinion sets are manufactured from high-nickel 9310 steel to endure the high-impact shock loads of drag racing. Gear ratio selections include: 3.40, 3.50, 3.60, 3.70, 3.89, 4.11, 4.29, 4.57, 4.71, and 4.86.

8520-256 Pro-Iron nodular case, 35-spline Spool, 9310 gear set with choice of ratio (3.40-4.86), chrome-moly 1350 yoke, large-stem iron pinion support

$1,459.00

Pro-Iron 35-Spline Spool Package (700 hp & up, Case - 33.50 lb)

The ST Iron package is a completely assembled Ford 9” third member shipped ready to install. Cases are constructed from high-grade nodular iron and feature a radial ribbed design providing more uniform support for the pinion and carrier bearings. The caps, also nodular iron, are designed with increased thickness for added strength and ring-gear stability. Third members are equipped with Truetrac worm-gear differentials, with proven acceleration performance in both strip and handling applications. A Daytona-style iron pinion support is included and features a larger than stock rear tapered pinion bearing and improved oil porting. Ring-and-pinion gear selections include: 3.50, 3.70, 3.89, 4.11, 4.30 and 4.57.


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DRIVETRAIN

� Pro HD Aluminum Thru-Bolt Case

� Billet Aluminum Pinion Support



The Pro HD package is a completely assembled Ford 9” third member shipped ready to install. Cases are constructed from 206-T4 heat treated aluminum and feature a radial ribbed design providing more uniform support for the pinion and carrier bearings. Billet aluminum caps are retained with 9/16” studs and are fully machined. The cap design provides the utmost support for the carrier bearings and significantly reduces ring gear deflection. Third members are equipped with Truetrac worm-gear differentials, with proven acceleration performance in both strip and handling applications. The billet aluminum pinion support has a unique oil channel that is machined 360 degrees into the support to maximize oil flow to the pinion bearings thru optimized porting holes, as well as a large slot milled into the front of the support to further boost oil circulation. Ring-and-pinion gear selections include: 3.50, 3.60, 3.70, 3.89, 4.11, 4.30, 4.57, 4.71 and 4.86.

8520-319 Pro HD aluminum case, 31-spline Truetrac differential, 8620 gear set with choice of ratio (3.50-4.57), chrome-moly 1350 yoke, billet aluminum pinion support

$1,820.00

8520-329 Pro HD aluminum case, 35-spline Truetrac differential, 8620 gear set with choice of ratio (3.50-4.57), chrome-moly 1350 yoke, billet aluminum pinion support

2,130.00

Pro HD Aluminum Truetrac Package (Up to 1000 hp, Case - 31.50 lb)

� Ultra Case (Aluminum)

� Large Stem Pinion Support

� Chrome-moly 1350 Yoke

The Ultra Case package is a completely assembled Ford 9” third member shipped ready to install. The heavy-duty aluminum 9” Ultra Case is engineered to provide better lubrication to the pinion bearings and incorporates a uniquely designed pinion support that connects with the case to provide superior ring-and-pinion life. Four chrome-moly studs are encapsulated by billet caps, allowing for shorter and stronger studs. The tail bearing is larger than factory, allowing it to withstand greater rpm speeds, and is secured by a special retainer plate. Third members are equipped with 40-spline spools. Ring and pinion sets are manufactured from high-nickel 9310 steel to endure the high-impact shock loads of drag racing. Gear ratio selections include: 3.40, 3.50, 3.60, 3.70, 3.89, 4.11, 4.29, 4.57, 4.71, and 4.86.

8520-968 Ultra Case (aluminum), 40-spline Spool, 9310 gear set with choice of ratio (3.40-4.86), chrome-moly 1350 yoke, large-stem iron pinion support

$1,868.00

Ultra Case 40-Spline Spool Package (450 hp & up, spool only)


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Custom Axle PackagesWe are proud to offer high-quality axle packages from the performance industry leader, Strange Engineering. Kits come with everything needed for a complete axle installation into your new aftermarket or existing factory housing and third member. Two series of axles are available. S-Series, induction-hardened axles are suitable for a wide variety of performance applications including street, strip or track use. For dedicated-drag-racing applications, the Thru-hardened, ProRace series can withstand power levels beyond 1000 horsepower. Allow 1-4 weeks for delivery.

Induction-Hardened Axles (S/S,ST) Each axle begins as a SAE 1550 modified steel forging, which then undergoes spline hobbing and CNC machining to meet exact required specifications. To improve resistance against bending loads and wear, a post-machining process of electric-coil-induction hardening is performed. Induction hardening increases the hardness of the outer surface while maintaining a more-ductile axle core, necessary for reliable street use. Both S/S and S/T axles feature precisely machined, 1.5635” bearing and special radius ring seats. The press-fit radius ring minimizes stress concentrations along the bearing shoulder and improves axle-flange stability. Bolt-on, billet-aluminum brake registers are machined to size, based on your particular brake and wheel requirements.

S/S 28- and 31-Spline Axles (28-spline up to 400 hp; 31-spline up to 500 hp) For street and handling performance applications, 31-spline S/S axles are recommended. S/S axles can be used with factory 2.891”- or aftermarket 3.0625”-bore cases with appropriate differential (posi-traction, torque-sensing, locker or spool).

S/T 35-Spline Axles (up to 800 hp) For street/strip applications, the S/T axles feature a larger, 1.50”-diameter, 35-spline end that is better suited for the extreme levels of torque during launches. Requires 3.250”-bore case with appropriate gear carrier (locker or spool only).

Thru-Hardened Axles (ProRace) Strange’s ProRace series of axles are constructed from Hy-Tuf steel, a high-nickel, ultra-strength steel alloy originally developed for military use. Axle forgings are machined to required specifications, then heat treated in a vertical furnace to achieve a uniform hardness level from surface through to the center of the shaft. Because of their Thru-Hardened quality, these axles, while torsionally superior to withstand the abusive nature of drag racing, are not suited for high bending loads common with everyday street use. ProRace axles feature precisely machined 1.5635” bearing seats and special radius ring seats. The press-fit radius ring minimizes stress concentrations along the bearing shoulder and improves axle-flange stability. Raised brake registers are machined to size, based on your particular brake and wheel requirements.

ProRace 31- and 33-Spline Axles (up to 600 hp) Recommended for drag-race-only use, 31- and 33-spline ProRace axles must be used with a 3.0625”-bore case with appropriate differential (posi, locker or spool; 33-spline axles for spool only).

ProRace 35-Spline Axles (up to 1000 hp) Recommended for drag-race-only use. Requires 3.250”-bore case with appropriate gear carrier (locker or spool only).

ProRace 40-Spline Axles (1000 hp and up) Recommended for drag-race-only use. Requires 3.250”-or-larger-bore case with appropriate gear carrier (spool only).

Note: Horsepower ratings provide a guideline based on drag-race launches and adequate traction. Vehicles equipped with street tires and/or performance applications without drag-style launches (e.g., road racing/track days) can exceed listed power levels by a fair amount.


DRIVETRAINNAVIGATION BUTTONS



Wheel-Stud Options There are two types of wheel studs available in a variety of lengths.

Screw-In Studs (1/2”) The standard, 1/2” screw-in stud uses a headed fastener threaded through the axle flange from the back side. The wheel is centered by the raised “brake register” of the axle and driven by the lug-nut-contact surfaces. In the case of a tapered (acorn) lug nut, the driving surface is at the unsupported end of the wheel stud. Available lengths: 2”, 3”.

Drive Studs (5/8” only) Chromemoly drive studs are threaded through the flange from the outside and secured on the back by a locking nut. The front-side installation allows quick replacement if ever required. The 11/16” diameter shaft of the stud increases the contact surface with the wheel’s bolt hole, to more effectively drive the wheel with reduced stud flex and without the need for shoulder-style lug nuts. Aluminum washers and lug nuts are provided. This upgrade is suitable for high-horsepower drag-racing-performance applications. Available lengths (given as 11/16” shaft length and overall length from flange): .875”/ 2.063”; 1.187”/ 2.375”; 1.500”/ 2.688”; 1.875”/ 3.125”.

Axle Retainers Precision-laser-cut axle-bearing retainers are horseshoe shaped to allow axle bearing to be installed before the retainer. Allows for fast and easy axle removal.


DRIVETRAIN

Application

Axle Retainers (sold in pairs)

Housing Ends(sold in pairs)

Part Number Price Part

Number Price

Big Ford (late/Torino with seal) 8025 $26.00 8001 $139.00

Big Ford (early with seal) 8024 26.00 8000 139.00

Big Ford (late/Torino drag style) 8025 26.00 8007 119.00

Big Ford (early drag style) 8024 26.00 8002 109.00

Small Ford (early Mustang) 8022 26.00 8005 119.00

Axle-Housing Ends Billet axle-housing ends are available in two styles. Drag-style ends are 1” long, and designed for use with sealed bearings only. Seal-style ends are 2” long, and can be used with stock-type axle seal or sealed bearings. They are available for early-small-bearing-Mustang-style (2.835” bore). Big-bearing (3.150” bore) are available in two backing-plate-bolt patterns: early-Ford style and late-Torino style. They can be used for street or track applications.

Axle-Package Pricing Specific information regarding the vehicle application is required. Visit our Website or call to obtain technical data sheet with ordering requirements.

Includes: axles, radius rings, billet brake registers, bearings, wheel studs

Series Description Price

S/S28-, and 31-spline, 1/2” studs $415.00

28-, and 31-spline, 5/8” studs $485.00

S/T35-spline, 1/2” studs $415.00

35-spline, 5/8” studs $485.00

ProRace

28-, 31-, 33- or 35-spline, 1/2” studs $520.00

28-, 31-, 33- or 35-spline, 5/8” studs $590.00

40-spline, solid, 5/8” studs $630.00

40-spline, gun-drilled, 5/8” studs $715.00

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Roll Bars and CagesChassisworks roll bars and cages are available for all Mustangs and most classic Fords. Roll bars are 1-3/4x.134”. Roll cages are constructed of a 1-5/8x.134” steel tubing to meet NHRA requirements. Roll bars and cages are optionally available in road-racing configurations featuring 1-3/4x.120” DOM and 2x.120” DOM. You must determine your needs based on your sanctioning bodies’ requirements. (We also offer 4130 chromemoly, by special order.) Floor plates are included. Chassisworks uses a computer-controlled, 3-axis mandrel bender to form our cages; not a manually gauged machine, like our competitors. This assures that Chassisworks bars and cages fit the best. Our roll cages are specific to each body style — not a universal (poor!) fit. All struts are pre-notched to make fitting and installation easier. (Some final fitting is necessary.) All 4-point roll bars feature bent rear struts to retain the back-seat area. A roll cage is much safer than a roll bar and is not much harder to install. Plus, it provides the added benefit of strengthening the chassis a noticeable amount. When properly installed, a cage does not impair driver vision, nor hinder entry and exit from the car any more than does a roll bar. To easily upgrade your roll bar to a cage, our Number-7005 conversion kit includes cage sides and a windshield brace. It is available in 1-5/8”- or 1-3/4”-OD tubing. All Chassisworks bars and cages can eventually be upgraded to the ultimate in driver protection: the 14-point roll cage. Our additional-strength kit (Number 7007) adds support to any roll cage. It includes additional side bars, dash support and cage-top triangulator. (This kit is included with our 14-point cages.) Roll-cage-conversion kits are available in 1-3/4” tube by special order. Forward struts that extend through the firewall can be purchased separately as Number 7010 (pair). Bent rear struts that allow you to retain the back seat can also be purchased as Number 7011 (pair). Number 7006 is two 1-1/4x72” straight struts that run from the main hoop to the rear of the frame. They are used when installing the main hoop in the “X” configuration. Rocker-support-tube Number 7024 provides an optional support tube for the driver’s side, just above the floor. (Standard in 14-point cage.)


7000 4-point roll bar with bent rear struts $201-up7001 8-point roll bar, 1-3/4x.134” 219-up7002 8-point roll cage 319-up7003 10-point roll cage, X-brace style 339-up7004 12-point roll cage 419-up7015 14-point roll cage 449-up7005 Roll-bar-to-cage conversion 164-up7006 Long rear struts for cross brace 45.00

7007 Additional-strength kit, mild steel 59.00

7018 Additional-strength kit, 4130 150.00

7010 Forward struts 77.00

7011 Bent rear struts 77.00

7012 Dashboard tube, 1-1/4” mild steel 26.00

7020 8-point cage, 4130 589-up7021 10-point cage, 4130 689-up7022 12-point cage, 4130 789-up7023 14-point cage, 4130 1089-up7024 Roll-cage rocker-support tube 31.00

7026 Roll-cage helmet bar, mild steel 40.00

7000 7002 7004

7001 7003 7015

Includes 8 FREE gussets

Numbers 7002, 7003 and 7004 shown with optional Number 7024. All cages illustrated with optional Number-7026 helmet bar (only $22 extra when purchased with cage).


CHASSISNAVIGATION BUTTONS



Roll-Bar and Roll-Cage Components

Swing-Out Clevis and EyeboltAlso available is a swing-out clevis set with eyebolts that move the side-bar pivots into the door openings. The eyebolt welds to the short tube that attaches to the cage side or main hoop, moving the pivot into the door opening. Single-eyebolt sets allow for top clearance; use dual-eyebolt sets when bottom clearance is needed. NHRA-accepted.

Swing-Out Clevis SetsDual-purpose design makes a roll-cage side bar fully removable — or, simply swing it out for easy entry! Can be used on the passenger-side bar and/or the cage’s seat-back brace (easing access to the back seat). They fit 1-5/8x.134” or 1-3/4x.134” tubing. NHRA-accepted.

Side-Bar Clevis and TubeUse Number 7033 to make the side bar in a roll bar removable or swing out. It includes a bent lower tube that welds to the floor to make the lower end of the side bar pivot. NHRA-accepted.

Roll-Bar GussetOur design is far stronger than gussets with holes. Made of 10-gauge steel, these gussets add considerable strength to any roll-cage joint.


7008 Swing-out clevis set for 1-5/8x.134” roll cages $85.00

7038 Swing-out clevis set for 1-5/8x.083” 4130 roll cages 93.00

7031 Swing-out clevis set for 1-3/4x.134” roll cages 90.00

7033 Side-bar clevis and tube for 1-3/4x.134” roll bars 139.00

7030 Swing-out clevis and eyebolt for 1-5/8x.134” roll cages 124.00



7036 Swing-out clevis and dual eyebolt for 1-5/8x.134” roll cages 149.00



7034 Removable-back-brace bracket kit for 1-5/8x.134” 88.00

7035 Removable-back-brace bracket kit for 1-3/4x.134” 93.00

7014 Roll-bar gusset (set of 8) 26.00

Tubing NotcherThis assembly features a 0-to-60-degree adjustable vise that will hold round tube up to 2” in diameter. It can either be bolted to a drill press (with optional base) or used with a hand drill. Any quality-brand holesaw (not included) can be used to notch tubing. Also available is a billet-aluminum model for heavy-duty use.

Part Number Description PriceRTN100 Standard tubing notcher $155.00

RTNALUMINUM Aluminum notcher with base 249.00

Standard notcher shown




Subframe ConnectorsThe factory unibody frame rails do not span the undercarriage directly below the passenger compartment, leaving independent bracing structures. Our fully enclosed tubular-steel subframe connectors bridge the front and rear frame rails together. Previously separate braces now work as a single structure extending from the radiator support to the rear bumper. Chassis-twisting forces from bumps, cornering and acceleration are now distributed along the entire subframe structure, rather than directly into the sheet-metal floor pan at the end of each subframe.

The improvement to chassis stiffness is beneficial to every level of performance. Drivers of street-driven cars will notice a reduction in vehicle noise and vibration attributed to a flexible chassis. Door latches better maintain their alignment when the chassis is under load. Vehicle handling and responsiveness will also improve. Adjustments such as shock damping or changes of spring rates become more evident and effective, making suspension tuning more precise and predictable. By far one of the best improvements for the money.

Coupes/FastbacksThis is a 2-piece, weld-in kit that fits over the end cap of the forward frame rail and wraps the corner of the rear frame rail just before the leaf-spring mount. The large-diameter, square tubing visually blends with the factory rails and fits tightly along the bottom of the undercarriage.

ConvertiblesOur 2-piece, weld-in convertible kit fits over the frame rail forward of the torque box and wraps the corner of the rear frame rail just before the leaf-spring mount. Round tubing is used for maximum ground clearance beneath the torque box.

Model YearCougar 1967-1970Mustang 1964-1970

Style Part Number PriceHardtop TCP SUBFC-01 $246.00

Convertible TCP SUBFC-02 277.00

TCP SUBFC-01

TCP SUBFC-02





Connector SupportsTriangular bracing is one of the simplest and most effective methods of reinforcement. Our bolt-in connector supports tie the left and right subframe structures together diagonally, fixing the distance between opposite corners. Securing the diagonal length across the undercarriage in multiple directions prevents the sheet metal undercarriage from bowing or twisting. Connector supports include a welded mount for use with the TCP torque arm. Mounts are positioned to provide correct pinion angle adjustment range on vehicles lowered 1-1/2 to 2” below stock ride height.

The bolt-in design allows easy access to the drivetrain and exhaust for maintenance. You can expect a perfect fit every time with our included shim set. Exhaust may require modification for installation.

Coupes/FastbacksOur coupe/fastback connector support features four attachment points and a gusset mounting plate for our available driveshaft safety loop.

ConvertiblesThe convertible connector support uses a 3-point mounting system that ties into the factory torque-box-reinforcement plate.

Model YearCougar 1967-1970Mustang 1964-1970

Part Number Application Price

TCP PKG-SFC-01 Hardtop assembly(includes driveshaft loop) $579.00

TCP PKG-SFC-02 Convertible assembly 599.00

Connector-System Packages

TCP PKG-SFC-01(Hardtop)

TCP PKG-SFC-01(Convertible)

Style Part Number PriceHardtop TCP SUBCS-01 $319.00

Convertible TCP SUBCS-03 329.00

TCP SUBCS-01

TCP SUBCS-03




Requires installation of subframe-connector-support TCP SUBCS-01.

Subframe connectors and connector support must be purchased separately.

Driveshaft Safety LoopThe addition of a driveshaft safety loop has never been easier. Our loop assembly conveniently bolts to the mounting plate of your subframe-connector support. You can now have the added safety of a driveshaft loop without drilling holes through your floor pans.

The bolt-on driveshaft safety loop features a 5-1/2” ID x 2”-wide x 1/4”-thick tubing loop. Both the mounting tab and bracket are 1/4”-thick mild steel and are secured with Grade-8 fasteners. Slotted holes at each of the attachment points allow the loop position to be adjusted for various transmission lengths and driveshaft angles (1/2” vertical, 3/8” horizontal, 3-5/16” fore/aft). Components are powder-coated and zinc-plated for corrosion resistance. Installation of our connector center support for hardtops (TCP SUBCS-01) is required.

Actual loop dimensions: 5-1/2” inside diameter, 2” wide, 1/4” thick

Kit includes: driveshaft loop, mounting bracket and

Grade-8 mountinghardware

Model Year Part Number Price

Cougar 1967-1970 TCP DSL-01 $99.00

Mustang 1964-1970 TCP DSL-01 99.00

Added Safety with a

Simple Bolt-on!





Billet Chassis Components

Model YearFiberglass Hood Steel Hood

$650.00 $650.00

Comet 1964-1965 TCP BHHM1-F TCP BHHM1-S

Cougar1967-1968 TCP BHHM2-F TCP BHHM2-S

1969-1970 TCP BHHM3-F TCP BHHM3-S

Fairlane 1963-1965 TCP BHHM1-F TCP BHHM1-S

Falcon 1964-1965 TCP BHHM1-F TCP BHHM1-S

Mustang




Ranchero 1964-1965 TCP BHHM1-F TCP BHHM1-S

TCP BHPM1-01 Billet hood pins, 1964-70 Mustang (pair) $200.00

Billet Hood PinsConstructed of billet-aluminum, these are simply the finest hood pins made. Designed specifically for classic Mustangs, yet they can be used on many other vehicles. Hardware included, sold in pairs.

Billet Hood HingesThese show quality hinges are available for 1965-1970 Ford Mustangs. Made from billet aluminum for a high strength and even higher visual impact they are designed to support the weight of a steel or fiberglass hood. In an industry where the majority of builders use the same or very similar parts, you can set yourself apart with this set of hinges. Although they are designed for an uncomplicated installation, some adjustment will be necessary. Kit is shipped complete with all parts, mounting hardware, and instructions necessary for quick installation. Hinges can be disassembled for polishing or anodizing.




Shock-Tower BracesOur multi-stage shock tower bracing system improves overall vehicle handling performance by greatly reducing chassis flex forward of the firewall. The system is made up of three separate component groups; the export brace, fender Monte Carlo brace, and truss braces. Installed individually each makes a marked improvement to the stability of the firewall-inner-fender structure. Used collectively, a triangulated bracing structure is created securing key chassis dimensions.

A desirable strength-to-weight ratio is achieved using aluminum wherever possible. Mounting brackets are machined from 1/4” thick 6061-T6 aluminum, then clear anodized to resist oxidization. All bracing rods are also 6061-T6 tubular aluminum. Tubing ends are swedged to increase wall thickness and strength at the threaded ends. Lightweight mild-steel rod ends provide an adjustable attachment method and ensure a perfect fit for every installation.

A simple analogy of how the complete system works is a common cardboard shoebox to simulate the engine bay. Without the top the box is flimsy and opposite corners can be pushed toward each other. With the top on the box, the diagonals are secured and the entire structure is significantly more stable.

Tower Export BraceThe tower export brace is the main component group of the system and is generally installed first if done in stages. Triangular bracing from the firewall to the top of the shock towers is created and eliminates distortion of the inner-fender-to-firewall attachment points. The adjustable length radius rods greatly simplify installation compared to single piece stamped or welded designs which may require additional work to achieve a proper fit. Access for engine maintenance simply requires removal of the button head fasteners securing the rod ends at each bracket.

Note: In order to achieve a more effective bracing angle, our export-brace system is not designed to clear OEM plenum-style, fuel-injection intakes. The export brace will clear all common round and oval air-cleaner assemblies, found on carburated or throttle-body fuel-injection systems.

Also available for select models of 1960-1970 Comet, Cougar, Cyclone, Fairlane, Falcon, Mustang and Ranchero. See application chart (Page 14) for expanded list.

CHASSIS

Shock-Tower-Brace PackagesModel Year Price

Mustang 1964-1970 TCP PKG-TWRB-01 $493.00

Falcon 1960-1965 TCP PKG-TWRB-02 545.00

Model Year Part Number PriceMustang 1964-1970 TCP TWRB-01 $204.00

Falcon 1960-1965 TCP TWRB-04 246.00


TCP TWRB-06 Tower brace misalignment spacer set $21.00


Firewall bracket uses existing mounts

Shock tower plate uses existing mounts

Adjustable length radius rod Knurl indicates

left-hand threads

Tapered spacer increases rod end misalignment

Shock absorber clearance hole

Yellow zinc indicates left hand threads

NAVIGATION BUTTONS



Tower Truss BraceThe truss braces complete the system, extending from the shock tower plates to the central span of the fender Monte Carlo brace. Billet aluminum split-collar clamps secure the braces along the Monte Carlo brace creating a single structure. This structure, comprised of the firewall, inner fenders, and Monte Carlo brace, is triangulated at each corner by the export and truss braces.

Fender Monte Carlo BraceThe fender Monte Carlo brace is usually installed second, but can be installed independently of the export and truss braces. Its purpose is to fix the distance between the shock towers. The brace resists the tendency of the shock towers to move toward each other during braking and cornering. Overall length is adjustable, as well as bracket placement, providing mounting flexibility during installation. Removal of the two button head fasteners securing the rod ends enables access to the engine compartment.

Note: Some models of centrifugal superchargers and A/C compressors will interfere with installation of the TCP Monte Carlo brace. With proper equipment, the brace can be modified to work around these accessories. Examples of possible solutions are illustrated in each installation guide (available online).

Knurl indicates left-hand threads

Yellow zinc indicates left-hand threads

Adjustable length radius rod

Aluminum split-collar clamp


Falcon 1960-1965 TCP TWRB-05 170.00


Falcon 1960-1965 TCP TWRB-03 149.00


CHASSIS

Knurl indicates left-hand threads

Yellow zinc indicates left-hand threads

Adjustable length radius rod

Aluminum inner fender bracket

Steel back-up support bracket

NAVIGATION BUTTONS


Motor MountsOur polyurethane-bushed motor-mount assemblies provide a high-performance, direct-replacement alternative to bonded-rubber factory mounts for small-block and big-block applications. A unique, double-shear, through-bolt design eliminates any chance of motor-mount separation during normal use. Shims allow the fore/aft position of the motor to be varied within a 1/2” range centered at the stock position. The mount features graphite-impregnated polyurethane bushings with seamless internal sleeve and external housing. Transferred vibration is increased over factory levels but without the harshness commonly found using completely solid mounts.

The welded assembly features heavy-duty motor plates (big-block, 1/4”-thick; small-block, 3/8”-thick) with a 3/16”-wall, tubular bushing housing. Frame adapter plates are 1/4” thick with slotted motor-mount holes to make allowance for chassis variances and simplify installation. All mounting hardware is Grade 8 and included.

TCP MM-FD-03Replacement-bushing setincludes 4 bushings, 2 sleeves

Model YearComet 1960-1965Cougar 1967-1970Cyclone 1964-1965Falcon 1960-1965Mustang 1964-1970Ranchero 1960-1965

Part Number Engine Family Specific Block PriceTCP MM-FD-02 Windsor 260, 289, 302, 351W $221.00

TCP MM-FD-02 Cleveland 351C, 400 221.00

TCP MM-FD-01 FE 390, 427, 428 242.00

Part Number Description PriceTCP MM-FD-03 Replacement-bushing-and-sleeve set $41.00

Available for Small-Block and FE-Block Fords


ENGINE/ACCESSORIES

TCP MM-FD-01

TCP MM-FD-02

NAVIGATION BUTTONS



Throttle-Linkage KitsOur billet-aluminum throttle linkage directly replaces the bent-design factory rod found on early Ford and Mercury vehicles. Stainless-steel adapter components match the inner diameter of the factory pedal rod, facilitating a direct, trouble-free installation. The straight length of 6061-T6 hex rod eliminates the possibility of deflection along the linkage and resulting reduction of throttle response. The rod uses left- and right-hand threads at opposite ends to enable a simple adjustment feature not possible with the factory linkage. Jam nuts secure the adjusted length and ensure the rod ends remain correctly indexed. Two-piece, mild-steel rod ends with high-carbon chromium-steel spherical bearings reduce

friction at the pivot points and improve pedal feel and consistency. All components are anodized, zinc-plated, or stainless steel for corrosion protection and long lasting performance.

TCP Pedal CoversOur billet-aluminum pedal covers are specifically designed for vintage Ford/Mercury applications and deliver improved performance with a high-quality, modern appearance. Pedal sets are available for automatic- (2-piece) and manual- (3-piece) drivetrain applications. Pedals are machined from aluminum magnesium alloy and are fastened over the factory pedals using allen-head, flush-mount, stainless-steel fasteners and locknuts. Installation requires drilling holes through the factory pedals to ensure mounting stability.

The gas pedal features an exaggerated-angled layout to increase available foot space and clearance from the brake pedal. A flat surface finish allows gradual application of the accelerator and smooth transitions when sliding your foot over to the brake pedal. An additional 1/2” throttle extension with raised bars shortens the reach distance on heel-toe downshifts and gives your heel the extra bit of grip needed to avoid missed throttle blips.

The design requirements of the brake and clutch pedals required increased grip specifically for high-effort clutch and brake systems commonly found in high-performance vehicles. Each pedal benefits from raised edges surrounding the holes and outside edges as well as raised “TCP” letters to improve grip. All front-side edges are left as machined so as not to reduce the level of friction. Both pedals are also curved to maximize contact surface and pressure angle as the pedals are depressed. The outside edges of the pedals are narrowed toward the bottom, which improves the length and angle of the right-foot “grip edge” on heel-toe downshifts and also gives more clearance when transitioning on and off the pedals.

TCP PCM-01

TCP PCA-01

Part Number Description PriceTCP TL-01 Big-block, 12-7/8” $61.00

TCP TL-02 Small-block, 10-1/2” 61.00

Model Year Automatic (2-piece)

Manual(3-piece) Price

Cougar 1967-1970 TCP PCA-01 TCP PCM-01 $90.00

Mustang 1964-1970 TCP PCA-01 TCP PCM-01 90.00


ENGINE/ACCESSORIESNAVIGATION BUTTONS


Nitrous-Bottle RacksWe offer a variety of mounting racks to secure single or dual nitrous bottles. The stand-up rack positions the bottle(s) vertical to the floor. Our lay-down rack mounts the bottle(s) horizontally. The lay-down rack positions the bottle(s) at a 15-degree angle. All racks are designed for 10- or 15-lb., industry-standard, 6.90”-diameter bottles. Built from a combination of aluminum and steel to reduce weight and increase strength, each rack features a rubber guard on all edges that contact the bottle, preventing scratching. Optionally available is an aluminum handle that attaches directly to the bottle, easing insertion of a bottle into the rack.


6420 Handle for 6.90”-diameter bottles $40.00

6421 Stand-up rack for single 10-lb. bottle 205.00

6422 Stand-up rack for dual 10-lb. bottles 340.00

6423 Stand-up rack for single 15-lb. bottle 215.00

6424 Stand-up rack for dual 15-lb. bottles 355.00

6425 15-degree rack for single 10-lb. bottle 240.00

6426 15-degree rack for dual 10-lb. bottles 375.00

6427 15-degree rack for single 15-lb. bottle 250.00

6428 15-degree rack for dual 15-lb. bottles 395.00

6429 Lay-down rack for single 10-lb. bottle 240.00

6430 Lay-down rack for dual 10-lb. bottles 375.00

6431 Lay-down rack for single 15-lb. bottle 250.00

6432 Lay-down rack for dual 15-lb. bottles 390.00

6433 Weld-in rack for single 10-lb. bottle 220.00

6434 Weld-in rack for dual 10-lb. bottles 355.00

6435 Weld-in rack for single 15-lb. bottle 230.00

6436 Weld-in rack for dual 15-lb. bottles 370.00

6437 Trailer rack for dual 10-lb. bottles 145.00

6438 Trailer rack for quad 10-lb. bottles 206.00

6439 Trailer rack for dual 15-lb. bottles 155.00

6440 Trailer rack for quad 15-lb. bottles 227.00

6717 Billet-aluminum bottle wrench 19.00

Fits Standard 6.9” Diameter Bottles


ENGINE/ACCESSORIES

6437

Protective rubber guards

Sturdy steel construction

1/4” buttonhead/locknut assembly

Silver-powder-coat finish

Dual- or quad-bottle trailer racks available

6424

Single- or dual-bottle racks available

Ultra-light billet-aluminum

construction

Easy-grip knobs

Protective rubber guards

Assembly wrench-flats

Powder-coated steel plates

Oversized backup washers

5/16” buttonhead/locknut assembly

Interlocking latch

mechanism

64256717

15-degree rack shownLaydown (0-deg.) versions also available

NAVIGATION BUTTONS



TCP Racing Development ProgramThe TCP development vehicle is a full steel-bodied, 1965 Mustang fastback, built to demonstrate the performance potential of Total Control’s complete line of bolt-on suspension, steering, and chassis products. The vehicle is driven and maintained by Kevin Sittner of Precision Machine and Maintenance in Lodi, CA. Kevin and his crew consistently position the TCP test car at the front of the pack at many vintage-racing and club track events around the nation. A collection of top times and podium finishes, with SCCA, NASA, HSR, SAAC, SAAC NC, and other driving organizations, have made the #34 a very recognized and reputable performance vehicle.

Precision Machine and Maintenance Lodi, CA (209) 369-2600

Specifications:Engine: 408 ci (aluminum), EFI, 600 hp Transmission: 4-speed (synchroless), Magnesium bellhousing, multi-disc clutch Steering: TCP power rack and pinion TCP power-steering-pump system Front Suspension: TCP coil-over conversion Rear Suspension: TCP rear pushrod suspension Shocks: VariShock QuickSet 2 Chassis: TCP shock-tower-brace system TCP subframe-connector system 6-point roll cage

The Precision 1968 Shelby GT350 Precision Machine and Maintenance also campaigns this authentic 1968 Shelby GT350 at many vintage road racing, and club events around the country. The Shelby features TCP’s front coil-over suspension, subframe-connector system, and torque-arm leaf-spring suspension, with VariShock bolt-on adjustable, rear shock absorbers. The Precision Machine Shelby is a fine example of TCP’s modern-performance parts combined with classic, vintage-performance appearance.


TCP-RACINGNAVIGATION BUTTONS



NEW PARTS

Panhard Bar SystemPage 62

Leaf Spring SuspensionsPage 58

NAVIGATION BUTTONS




TERMS AND CONDITIONSORDERING

Business Hours: We are open from 7:00 a.m. to 5:30 p.m., Pacific Time, Monday through Friday, and 8:00 a.m. to 1:00 p.m. Saturday. Call (888) 685-1790 for ordering only; tech support by email only: [email protected]. Our 24-hour fax number is (916) 388-0295.

Mail Orders: When submitting your order by mail, please provide the following information: name, billing address, shipping address, phone numbers, e-mail address, complete part numbers, quantities, and any special instructions.

Credit Card Orders: We accept Visa, MasterCard, Discover Card and American Express. Please have your credit card and the billing address available. In order to protect you and us from credit-card fraud, all credit-card orders must be shipped to the credit-card billing address. Many credit card companies allow multiple shipping addresses. If necessary, you may need to call your Issuing Bank and establish your “ship-to” address. All freight charges will be added to your shipment (except for truck shipments). Customer is responsible for all costs due to refused or missed shipments.

Foreign Orders: All foreign orders must be fully prepaid (including freight) in U.S. funds. Required duties and taxes are not the responsibility of Chassisworks and must be paid by the customer to the appropriate parties.

SHIPPING

All of our roll bars, roll cages, chassis, and welded clips are shipped by LTL truck, freight collect. Most other shipments can be sent by a small-package carrier — ground service. Available air-delivery options include: next-day service, 2-day service, 3-day service, or deferred air service to Alaska, Hawaii & Puerto Rico (combination of air and ground). You must inform us if you want your shipment by air service. Additional shipping fees will be applied to your order.

Truck: All truck shipments must be 100-percent prepaid. The shipment will go collect for the freight charges only. When receiving freight via truck, it is the customer’s responsibility to verify that he/she is receiving all parts listed on the bill of lading and that all parts received are in good condition. If you sign for something you do not receive, neither the freight company nor Chassisworks/KP Components/Total Control Products/VariShock will be responsible for replacing the item.

RETURNS

No returns accepted after 30 days from date of invoice. We will only accept a return on a part that has not been modified, is still in its original package, and is in like-new condition. You will be charged a 25-percent restocking fee on any returned goods. And you will be issued a credit with us for the balance of the price you paid for the returned part. Before returning a part, you must call us. You will be given a “Return Authorization Number” (RA#), which you must write on the outside of the box being returned. A copy of the original invoice must be included. All shipping charges on return packages must be prepaid; we will not accept a C.O.D. If, upon examination, all parts are returned and all parts are in a like-new condition, a credit will be issued less the 25-percent restocking fee. No returns on special-order parts (including, but not limited to, axles, FAB9™ housings, fiberglass, chassis, welded frames, any part made or ordered to customer specs, etc.). Springs are a tuning item and cannot be returned unless defective.

Back Orders: If any parts are back-ordered, they will be so noted on the invoice. Unless notified otherwise, we will ship the back-ordered parts as soon as they become available.

FREIGHT CLAIMS

All claims for damages, shortage, or loss must be made immediately with the carrier (i.e., UPS or the freight line). You must note any substantial damage to a package upon receipt of the shipment with the carrier. You may reorder any missing pieces from us. We will send you an invoice for the reordered parts, and you can use this invoice as proof to the carrier of replacement costs. Unfortunately, we cannot make these freight claims for you; however, if we can be of any assistance, please feel free to give us a call.

Missing Pieces: Although every effort is made to ensure that each part is packaged complete, inevitably, a component may be missing. You must check each kit as soon as you receive it against the parts list which is enclosed with each part. Any shortage must be reported immediately upon receipt of the product. Claims made after 10 days will not be honored.

WARRANTY NOTICE

There are NO WARRANTIES, either expressed or implied. Neither the seller nor manufacturer will be liable for any loss, damage or injury, either direct or indirect, arising from the use or inability to determine the appropriate use of any product. Before any attempt at installation, all drawings and/or instruction sheets should be completely reviewed to determine the suitability of the product for its intended use. In this connection, the user assumes all responsibility and risk. We reserve the right to change specification without notice. Further, Chris Alston’s Chassisworks, Inc., makes NO GUARANTEE in reference to any specific class legality of any component. ALL PRODUCTS ARE INTENDED FOR RACING AND OFF-ROAD USE AND MAY NOT BE LEGALLY USED ON THE HIGHWAY. The products offered for sale are true race-car components and, in all cases, require some fabrication skill. NO PRODUCT OR SERVICE IS DESIGNED OR INTENDED TO PREVENT INJURY OR DEATH.

PRODUCT COLORS

Many of the items herein are colored for display purposes only. Your merchandise may arrive as bare metal, or in some finish other than that displayed in this catalog. Please read individual product descriptions for specifics on available finishes and/or discuss with your sales representative.

ALL PRICES ARE SUBJECT TO CHANGE.

Revised: 04/01/13

The most current version of our terms can be viewed at the Chassisworks website — www.CAChassisworks.com/cac_terms.html.

NAVIGATION BUTTONS


Total Control Products A Chris Alston’s Chassisworks Brand 8661 Younger Creek Drive Sacramento, CA 95828

TCP-20150414

� Product information for each of the Chris Alston’s Chassisworks brands is available through its respective Website:

www.CAChassisworks.com

www.KPcomponents.com

www.TotalControlProducts.com

www.VariShock.com

� Toll-Free Order Line: (888) 685-1790

� Customer Service and International: (916) 388-0288

� 24-Hour Fax: (916) 388-0295

� Tech Support: [email protected]

� Website: www.TotalControlProducts.com

� Chassis-Builder Discounts! Yes, your shop could qualify for special Builder-Program pricing on popular Chassisworks, KP Components, Total Control, and VariShock products! For details and price quotes, please contact Nick Spinelli at (888) 388-0201, Ext. 233 or [email protected].

NAVIGATION BUTTONS

http://www.cachassisworks.com


http://www.varishock.com




G1Orders Only: 888-685-1790 or 916-388-0288 [email protected](800) 722-2269 www.CAChassisworks.com

"The ultimate bumper-to-bumper chassis solution for high-horsepower, big-tire, pro-touring projects..."

VariShockVariShock

Pro-Touring – Muscle Car – g-Machines – RestoMods

gStreet Ultimate Pro-Touring Chassis

� Applications:

� '67-70 Mustang � ‘67-69 Camaro

Ask us about your vehicle!

VOLUME

5 DOLLARS

18.2

Ultimate Pro-Touring State

g Street WAY

G2Orders Only: 888-685-1790 or 916-388-0288 [email protected]

Letter to CustomersDear Customers

I would like to take a moment to thank the thousands of you who have purchased products from me during my 35 years as a chassis components manufacturer. I am continually reminded by your letters, emails & car show visits that I have the best job in the world. I get to dream up magic stuff to modify your cars. Then, I get to build it in the coolest high-tech factory you can imagine.

Chassisworks remains committed to the development and manufacturing of components for your street and race chassis applications. Our investment in technology — both on the factory floor and in our business systems — has been critical to this company’s continued success. No other chassis component supplier has made this size of commitment to utilize the very best equipment and processes for the design, testing and manufacturing of their products. This is why Chassisworks’ designs are the most-copied. Because Chassisworks has the most-advanced automated factory, ours is the only company able to develop and produce state-of-the-art products made in America at competitive prices.

Our ability to continuously invent and refine products is made possible by our in-house research-and-development center. Chassisworks has a large scanning coordinate measuring machine to fully document the exact size of specific car components or complete vehicles to exactly determine the correct dimensions for any new retro fit component. The end result of this attention to detail is the legendary Chassisworks fit.

Because we actually install Chassisworks products on cars and trucks, we ensure that every part fits and works correctly before it’s offered to you. Besides inspiring fresh ideas, this hands-on process ensures a constant refinement of existing components. It also gives Chassisworks the foresight to make our chassis and suspension products easier for the home builder to install.

Our ever-growing NoFab products, featuring the enormously successful line of bolt-on front clips and rear g-Bar™ have been expanded to include g-Street™ coilover-conversion front suspensions that are installed with ordinary hand tools — without welding. This is an example of how our technological advantage benefits our customers. Our newest additions to our product line have pushed the count of Chassisworks manufactured components to above 9,000. We provide more options and choices than anyone in the chassis business, period. Around here, “state-of-the-art” isn’t just a sales slogan. Rather, it represents millions of dollars invested in high-technology equipment. It stands for the thousands of hours devoted to getting those 9,000 components right, the first time. It means we have gone above and beyond what the other guy has done to make our products more sophisticated and affordable.

Our VariShock line of shock absorbers is enormously popular and includes product applications for most American cars from 1955 to present including direct-fit adjustable struts. You may not even realize that you already have VariShock products on your car. A large portion of our production is sold to other companies to brand as their own. Designed and manufactured by us, VariShocks are the latest example of how Chassisworks constantly strives to develop revolutionary products — and why we lead the market in higher technology.

Our expanding road show visits over 50 venues each year. Check our web site schedule for the next event location near you, where you can get expert technical advice and see the Chassisworks products in person.

Because Chassisworks actually manufactures the majority of the parts on these pages, I’m proud to guide you on a pictorial tour of our state-of-the-art manufacturing facility. A much more detailed version of our shop tour is online.

Welcome to Chassisworks: The Home of Higher Technology.


Table of ContentsLetter to Customers .........................................................................G2

Table of Contents .............................................................................G3

gStreet Pro-Touring Chassis System ��G4Body Fixture ...................................................................................G20

Body Cart .......................................................................................G22

'67-69 Camaro gStreet Front Strut .................................................G23

gStreet Exact-Fit Roll Cage ............................................................G24

gStreet Exact-Fit Roll Bar ...............................................................G27

g-Machine Adjustable A-Arms .......................................................G28

g-Machine Suspension Accessories ................................................G29

gStreet Billet Upright and Brake Kit ...............................................G30

gStreet Billet-Aluminum Upright ....................................................G31

gStreet Threaded Bump-Steer Kit ...................................................G32

gStreet 14” and 15” Front Brake Kits ............................................G33

g-Machine-System Rack and Pinions .............................................G36

g-Machine-System Power Steering Pump ......................................G37

Billet Gun-Drilled Anti-Roll Bar ......................................................G38

Custom-Fit Canted 4-Bar Anti-Roll Bar...........................................G39

9" Third-Member Packages ............................................................G40

Custom Axle Packages ...................................................................G41

Pro-Touring Floater Axle System ....................................................G42

14” and 13” Rear Discs with Parking Brake ...................................G50

Street 12.19" Rear Discs with Parking Brake .................................G51

Tandem Chamber Master Cylinders ...............................................G52

Brake System Accessories ..............................................................G53

VariShock Technology ....................................................................G54

VariShock Coil-Overs......................................................................G56

Remote Reservoir 4-Way Coil-Over ................................................G57

VariSpring Coil Springs ..................................................................G62

Terms and Conditions ��G63

15” Rotor


Applications: � ‘67-70 Mustang

� ‘67-81 Camaro/Firebird

� Additional applications coming soon!

Features/Benefits: � Front Tires: Fits 305/30-19 (12.25” section

width, 26.3” overall diameter) (Camaro specific)

� Rear Tires: Fits 345/30-20 (14.25” section width, 28.2" overall diameter) (Camaro specific) Room for larger tires when they become available

� Fully-optioned system engineered to support over 1,000 hp in performance handling applications

� Double-A-arm front suspension with rack-and-pinion steering

� Highly adjustable geometry - canted-4-link or torque arm with watts link rear suspension

� Available in full-frame, firewall-back, and back-half configurations

The ultimate bumper-to-bumper chassis solution for high-horsepower, big-tire, pro-touring projects is now available as an off-the-shelf item. Builders can take advantage of Chassisworks robust engineering and manufacturing capabilities, saving hours of fabrication time and effort, while significantly shortening the timeframe to deliver a top-tier performance vehicle.

The complete system consists of the following: Chassisworks’ fabricated front subframe with modified engine position and drivetrain angle; replacement double-walled rockers; 3 x 2” subframe connectors; choice of 4 x 2” canted-4-link or torque arm with watts link rear frame; fabricated transmission-tunnel and lowered seat-mount assembly; complete interior tin kit, including front and rear floor, wheel tubs, trunk floor, and rear firewall. The exact-fit roll bar or roll cage with forward support struts can be added to create an extremely rigid performance platform suitable for 1,000 horsepower engine combinations, with room for large enough tires to put that much power to good use.

Increasing wheel well clearance to accommodate larger high-performance tires was extremely imporant. In the '67-69 Camaro example shown in this section, the front subframe accommodates tires up to a 12.25” section width with 26.3” overall height (305/30-19) with a full 30-degree turning angle. The rear has ample room for 14.25” section-width tires with 28.2” overall height. The prefabricated wheel tubs allow room for even larger tires when they become available.

gStreet Pro-Touring Chassis System"The ultimate bumper-to-bumper chassis solution for high-horsepower, big-tire, pro-touring projects..."

� NEW PRODUCT

Options and prices shown on following pages.

NOTE: Refer to the Custom-Fit Chassis System section of this catalog for a closer look at individual suspension and steering components.


gStreet Pro-Touring Chassis System

"Fits 345/30-20 (14.25" section width)... Room for larger tires when they become available."

"...saving hours of fabrication time and effort, while significantly shortening the timeframe to deliver a top-tier performance vehicle."

� NEW PRODUCT


gStreet Pro-Touring Chassis System � NEW PRODUCT

Mounts for Splined-End Anti-Roll Bar

Single-Piece 4x2” Suspension Crossmember

Relocated Engine Mounts (improves weight distribution)

Billet Control Arm Mounting Bosses

Fixture-Welded Body Mounts

3x2" Subframe Connectors

Fits 305/30-19 Tires (12.25” section width) (26.3” overall diameter)

Gemini Connector for Forward Support Strut

Mounts for OEM Bumper Brackets

Fabricated Multi-Wall Rockers

Fabricated Multi-Wall Rockers

� 1967-69 CAMARO GSTREET FRAME SYSTEM SHOWN


Fits 345/30-20 Tires (14.25” section width) (28.2” overall diameter)

2 x 2 x .120”-wall Trunk Floor Outriggers (Supports roll cage, batteries, and additional accessories.)

3 x 2 x .120”-wall Frame Connectors

High-Clearance Folded Upper-Link Crossmember

3-Position Shock-Mount Crossmember

4 x 2 x .120”-wall CNC Mandrel-Bent Frame Rails

Anti-Roll Bar Mounting Sleeve

3-Position Boxed Lower-Link Mount4 x 2 x .120”-wall

Crossmember

High-Clearance 1 x 2 x .120”-wall Driveshaft Oval4”-diameter

Exhaust Ports


� 1967-69 CAMARO GSTREET FRAME SYSTEM SHOWN


� FRONT SUBFRAME SYSTEM

� Billet-Aluminum Body Bushings 6816 ’67-81 CAMARO/FIREBIRD $92.00

Locating features are machined into each crossmember to enable self-positioning of billet components.

� One-Piece 4 x 2” g-Machine CrossmemberBent-tube, billet-component crossmembers are a completely

closed, rigid structure with greater strength and resistance to bending and twisting than other designs. Formed from a single piece of 4 x 2 x .120” steel tubing, large-radius mandrel bends are placed at each end to distribute loads throughout the crossmember, eliminating fatigue points at critical areas. Slots for the billet-mount tabs are machined in a large horizontal machining center with dedicated fixturing to guarantee correct component geometry, ensuring the suspension moves as designed.

� Interlocking-Slot-Tab TechnologySelf-fixturing female slots used with machined male tabs

provide an interlocking assembly method that enables A-arm, rack and pinion, and shock mounts to be accurately positioned in all axes. This guarantees the suspension will perform as designed. Non-interlocking designs are not nearly as accurate after welding. Superior spray-arc welding process produces the best weld penetration with excellent appearance.

Billet rack-and-pinion mount inserts into machined crossmember slot.

Similar in construction to Chassisworks existing double-A-arm Camaro subframe, the enhanced gStreet subframe features redesigned frame rails to increase maximum tire section width from 285 to larger 305-wide (12.25”) tires. Engine mounts are repositioned rearward to improve weight distribution and leveled to provide bellhousing, transmission and exhaust clearance necessary for the significantly lower ride height of the complete frame system.



Small-Block, Big-Block, V6

LS-Series

� REPLACEMENT DOUBLE-WALL ROCKERSA significant amount of chassis strength and rigidity is gained by installing the optional prefabricated double-wall rocker

sections. The inside shell of the OEM rocker is removed, revealing the empty outer-body wall, and replaced with the heavier-walled Chassisworks’ rocker with boxed interior structure. Seat belt mounts and wiring access channels are built into the rockers to simplify final vehicle assembly. The improved rocker provides a far superior structure on which to mount the rear-frame crossmember and roll bar or roll cage. Main hoop and cage side reinforcement plates, such as those used on OEM sheet metal, are not required with the Chassisworks’ rockers.

Firewall Rocker End (left): The new rocker extends through the firewall and features a large support gusset.

Stainless Caps (left/right): Access holes at each end of the rocker allow wiring or plumbing to be safely routed through each rocker structure. Removable stainless steel caps are provided for easier installation of bulkheads or grommets.


� Billet-Aluminum Side Motor Mounts

5917-LS-L-1 CHEVROLET LS SERIES (LONG), ANODIZED ALUMINUM $295.006055-0 CHEVROLET SB, BB, V6, BARE FINISH 174.006055-1 CHEVROLET SB, BB, V6, ANODIZED FINISH 195.006055-2 CHEVROLET SB, BB, V6, POLISHED FINISH 215.005917-PV8 PONTIAC V8, BILLET STEEL AND WELDED CONSTRUCTION 298.00


� FRONT SUSPENSION PACKAGE


NOTE: Refer to the Custom-Fit Chassis System section of this catalog for a closer look at individual suspension and steering components.

Anti-Roll Bar � Adjustable-rate, billet steel arms

� Lightweight gun-drilled bar

� Billet-aluminum mounts with low-friction polymer bearings

� Adjustable-length spherical-bearing endlinks

Suspension � g-Machine Adjustable Upper

Control Arms with polymer pivot bushings

� g-Machine 1-1/4” Crossbraced Lower Control Arms with polymer pivot bushings

� Billet-Aluminum Upright

� Infinitely Adjustable Bump-Steer Kit

VariShock Shock Absorbers � 4-Way Adjustable Remote Reservoir Shocks

� Double-Adjustable Coil-Over Shocks

� Single-Adjustable Coil-Over Shocks

� VariSpring Coil Springs with choice of rate


� FRONT SUSPENSION PACKAGE


Brake Options � 15 x 1.25”-wide, cross-drilled rotors

with black E-coat finish

� 14 x 1.25”-wide, cross-drilled rotors with black E-coat finish

� Wilwood Aero6 6-piston, radial-mount calipers (black, red, or nickel with Thermlock® pistons)

� Baer 6S 6-piston, forged-monoblock calipers (black, red, or silver powder-coat finish)

Rack & Pinion � Power Rack and Pinion

with billet-aluminum mounts

� Left- or right-hand drive versions


� REAR SUSPENSION PACKAGE


Anti-Roll Bar � Ball-End Anti-Roll Bar with

billet-aluminum arms

� Low-friction polymer pivot bearings

� Eliminates bulky mounts; fits tight to underbody

Suspension Links � g-Link Upper Arms

▪ Billet alloy steel with low-friction, pivot-ball ends

▪ Double-adjustable link with increased pinion angle adjustment range

� g-Link Lower Arms

▪ Tubular 4130 steel with pivot-ball ends

▪ Adjustable length for proper alignment


� REAR SUSPENSION PACKAGE


FAB9 Rearend Housing � Fabricated mild-steel or 4130 sheet metal construction

� Multiple suspension mounts to adjust geometry

Billet Shock Mounts � 3-1/2” ride-height adjustment range to

accommodate different tire diameters

� Billet-aluminum construction

� Double-shear mounted

VariShock Shock Absorbers � 4-Way Adjustable Remote Reservoir Shocks





Features/Benefits: � Fits 345/30-20 rear tires

(13.5” section width) (28.2” overall diameter)

� Highly adjustable triangulated 4-link rear suspension

� 4 x 2 x .120”-wall boxed tubing frame rails stronger than OEM

� Supported trunk floor for NoFab battery mount and fuel tank

� Ships as factory-welded assembly

� Complete line of NoFab accessory components to complete build

Chassisworks’ canted 4-bar Camaro rear frame system is a truly versatile high-performance suspension solution, suitable for high-power, big-tire, pro-touring projects that require more strength and stiffness than systems mounted to the OEM sheet metal can provide. Achieving a very low rocker ground-clearance height of 4” with massive rear tires was one of the system goals. We are proud to state that nearly all of the normally ‘one off’ chassis and sheet metal fabrication that is required to tuck extremely large tires, drivetrain, and exhaust into your Camaro is expertly built into a neatly packaged ‘off the shelf’ system. To ensure perfect geometry and fit with minimal effort while saving considerable installation time, rear frames including front crossmember ship as a factory-welded subassembly with unattached 2 x 2” trunk outriggers and 3 x 2” front subframe connectors for easier installation. The 4 x 2 x .120”-wall rear frame is designed with minimal rise over the rearend housing and maximum clearance above the driveshaft and third-member to allow more room in the rear seat and trunk areas without sacrificing suspension travel.

� BACK-HALF REAR FRAME

Tall driveshaft loop allows body to sit lower over the drivetrain without risk of driveshaft contact. Crossmember features factory-welded, dual 4”-ID exhaust ports.

� Frame ManufacturingAll components are professionally spray-arc-welded by

Chassisworks’ welding staff in a controlled environment using computer-designed fixtures and production-quality equipment.



� BACK-HALF REAR FRAMEMultiple mounting points for each of the suspension

components, including shocks, control arms, and anti-roll bar, enable highly adjustable suspension geometry that can be fine-tuned to match the performance requirements and weight distribution of your specific vehicle. Suspension component options include tubular-steel or billet-aluminum suspension links with pivot-ball ends, factory-welded FAB9 housing, ball-end anti-roll bar, and VariShock coil-over or air-spring shocks. 3-Position Upper Control Arm Mount

3-Position Lower Control Arm Mount 3-Position Upper Shock Mount

2 x 2 x .120”-wall Battery Mount Loops

3 x 2 x .120”-wall Frame Connectors

Raised Crossmember Driveshaft Clearance

3-Position Shock-Mount Crossmember

4 x 2 x .120”-wall CNC-Mandrel-Bent Frame Rails

2 x 2 x .120”-wall Rear Crossmember

Folded-Channel Upper-Link Crossmember

Anti-Roll Bar Mounting Sleeve

3-Position Boxed Lower-Link Mount

4 x 2 x .120”-wall Crossmember

High-Clearance 1 x 2 x .120”-wall Driveshaft Oval

4”-diameter Exhaust Ports

Upper-Link Hardware Access Hole


Options and prices shown on following pages.


� FACTORY-WELDED SEAT MOUNT ASSEMBLYThe seat mount area can be an extremely

time-consuming area of the chassis to manually fabricate. Seating position, overall rigidity of the area, strength of the mounting bosses, and adequate drivetrain clearance are all extremely important for safety and comfort. Chassisworks addresses these issues with a prefabricated, factory-welded assembly (shown below) that simply drops into place for final welded installation.

To improve driver comfort, the seating position is lowered 1” to provide additional headroom and increase visibility below the windshield brace. The front crossmember is specially fabricated to cleanly transition from the tunnel’s sharper bends over the transmission to the larger U-bent panel between the front seats. The rear of the hump features a layered inset to perfectly position the adjacent hump panel. Rear tubular supports are notched to achieve the lower seating position and straddle the subframe connector. All seat and safety harness mounting locations are integrated into the factory-welded assembly.

Installed lowered-seat-mount assembly shown with prefabricated front floor, transmission tunnel, driveshaft tunnel, and rear floor.

FRONT VIEW

REAR VIEW

Lap joint for driveshaft tunnel

Anti-submarine harness mount boss

Seat mount boss

Fabricated tubular crossmember

Transmission mount bosses

Notch ties into frame connector



� PREFABRICATED FLOOR AND WHEEL TUB KITThe Camaro prefabricated floor kit replaces ALL floor and

drivetrain-tunnel sheet metal from the base of the firewall to the rear tail lamp panel. Large sheet metal spans are

bead-rolled to strengthen each panel, significantly reducing flex and vibration. To facilitate clean, rapid, and accurate

installation, folded lips, inset lap joints, and plug-weld holes are designed into each component.

To accommodate the significantly lowered ride height of the frame system, the transmission and tunnel have been moved upward. The drivetrain tunnel provides adequate clearance for the larger T-56 transmission and dual 3”-diameter exhaust.

The rear floor panels feature contoured flares for exhaust clearance; note the intricate fit of the tunnel, floor, and rear seat pan. The height of the driveshaft tunnel section and wheel tubs also hint at the position of the rearend housing in relation to the vehicle floor. The seat pan and rear firewall show the pre-drilled plug-weld holes, a simple but timesaving feature.

The optional stainless steel fuel tank really completes the look of the trunk. Sending unit and trunkfill gas cap are shown. A remote-fill hardware set is also available.

The rear seat pan follows the top edge of the frame rails and continues into the trunk. This installation shows the optional remote shock reservoir mount insert. The wheel tubs, fuel tank, and side panels close out the trunk floor. An optional billet battery mount is also available.




� FUEL SYSTEM

Fuel Tank � Direct bolt-in installation

� TIG-welded, Stainless-steel construction

� Bead-rolled panels

System Accessories � Aluminum aircraft fuel cap

� Sending unit

� Fuel filter

Bead rolled panels

Mounts flush with trunk floor

Remote-fill option

Sending unit and filter Aircraft fuel cap

Stainless bulkhead


gStreet Chassis Kits - Prices and Options


� OPTIONS - Available for all gStreet Chassis KitsPRORACK UPGRADE TO PRORACK WITH REMOTE SERVO, INCLUDES CHOICE OF RACK GEAR RATIO AND TORSION BAR STIFFNESS.

- PROVIDES ULTIMATE TUNABILITY FOR STEERING RESPONSE. AVAILABLE IN RIGHT- AND LEFT-HAND DRIVE.GAS TANK FUEL TANK TRUNK FILL WITH BILLET ALUMINUM AIRCRAFT CAP, WITHOUT KEY (5921-F10-T)

FUEL TANK REMOTE FILL WITH TAILLIGHT PANEL MOUNTED BILLET ALUMINUM AIRCRAFT CAP, WITH KEY (5921-F10-R)SHOCKS(BACK-HALF AND FIREWALL-BACK)

SINGLE-ADJUSTABLE VARISHOCK COIL-OVERS (PAIR)DOUBLE-ADJUSTABLE VARISHOCK COIL-OVERS (PAIR)

4-WAY ADJUSTABLE REMOTE-RESERVOIR VARISHOCK COIL-OVERS WITH RESERVOIR MOUNTS (PAIR)SHOCKS(FULL-FRAME)

DOUBLE-ADJUSTABLE VARISHOCK COIL-OVERS (PAIR)4-WAY ADJUSTABLE REMOTE-RESERVOIR VARISHOCK COIL-OVERS WITH RESERVOIR MOUNTS (PAIR)

REAREND FAB9 DIRECT BOLT-IN HOUSING WITH LATE-BIG-FORD ENDS (84F10-F01)FAB9 DIRECT BOLT-IN FLOATER HOUSING WITH AXLES AND UNIT-HUB FLOATER (84F10-F0B)EXTRA STRENGTH HOUSINGS ARE AVAILABLE WITH 4130 STEEL CONSTRUCTION

BRAKES 14” 6-PISTON FRONT BILLET UPRIGHT RED OR BLACK CALIPERS (8377)15” 6-PISTON FRONT BILLET UPRIGHT RED OR BLACK CALIPERS (8378)14” DISC REAR FLOATER (8380)15” DISC REAR FLOATER (8381)

PARKING BRAKE UPGRADETHERMLOCK® PISTON CALIPERS WITH NICKEL FINISH (PAIR)

ROLL BAR/ ROLL CAGE

REMOVABLE FORWARD STRUTS, MILD STEEL (PAIR) (7060-F1-M)REMOVABLE FORWARD STRUTS, 4130 (PAIR) (7060-F1-A)

ROLL CAGE UPGRADE FROM ROLL BARREMOVABLE SIDE DOOR BARS (PAIR)STAINLESS SPUD HARDWARE FOR SIDE DOOR BARS AND BACKBRACE

NOTES *INTRODUCTORY PRICING FOR MUSTANG CHASSIS

� gStreet Back-Half PackageWELDED REAR CLIP, SUBFRAME CONNECTORS, ROLL BAR, REAR CLIP FLOOR WITH WHEEL TUBS AND PACKAGE TRAY BULKHEAD, REAR SUSPENSION WITH SPLINED ANTI-ROLL BAR, VARISHOCK COIL-OVERS (SINGLE-ADJUSTABLE), SPRINGS AND BILLET REAR SHOCK MOUNTS INCLUDED7720-F11 GSTREET BACK-HALF WITH CANTED 4-LINK SUSPENSION FOR '67-69 CAMARO AND FIREBIRD $9,124.007721-F11 GSTREET BACK-HALF WITH TORQUE ARM SUSPENSION FOR '67-69 CAMARO AND FIREBIRD 11,124.007720-M21 GSTREET BACK-HALF WITH CANTED 4-LINK SUSPENSION FOR '67-68 MUSTANG 9,124.00*7721-M21 GSTREET BACK-HALF WITH TORQUE ARM SUSPENSION FOR '67-68 MUSTANG 11,124.00*

� gStreet Full-Frame PackageWELDED A-ARM AND 4-LINK FRAME, ROLL BAR, SEAT PLATFORM TUNNEL TRANSITION, INNER ROCKER PANELS, COMPLETE FLOOR WITH TRANSMISSION AND DRIVESHAFT TUNNELS, WHEEL TUBS AND PACKAGE TRAY BULKHEAD, G-MACHINE BILLET UPRIGHT FRONT SUSPENSION, REAR SUSPENSION, SPLINED ANTI-ROLL BARS, VARISHOCK COIL-OVERS (DOUBLE-ADJUSTABLE), SPRINGS AND BILLET SHOCK MOUNTS INCLUDED7740-F11 GSTREET FIREWALL-BACK WITH CANTED 4-LINK SUSPENSION FOR '67-69 CAMARO AND FIREBIRD $22,000.007741-F11 GSTREET FIREWALL-BACK WITH TORQUE ARM SUSPENSION FOR '67-69 CAMARO AND FIREBIRD 24,000.007740-M21 GSTREET FIREWALL-BACK WITH CANTED 4-LINK SUSPENSION FOR '67-68 MUSTANG 23,000.00*7741-M21 GSTREET FIREWALL-BACK WITH TORQUE ARM SUSPENSION FOR '67-68 MUSTANG 25,000.00*

� gStreet Firewall-Back PackageWELDED REAR CLIP, SUBFRAME CONNECTORS, ROLL BAR, SEAT PLATFORM TUNNEL TRANSITION, INNER ROCKER PANELS, COMPLETE FLOOR WITH TRANSMISSION AND DRIVESHAFT TUNNELS, WHEEL TUBS AND PACKAGE TRAY BULKHEAD, REAR SUSPENSION WITH SPLINED ANTI-ROLL BAR, VARISHOCK COIL-OVERS (SINGLE-ADJUSTABLE), SPRINGS AND BILLET REAR SHOCK MOUNTS INCLUDED7730-F11 GSTREET FIREWALL-BACK WITH CANTED 4-LINK SUSPENSION FOR '67-69 CAMARO AND FIREBIRD $12,998.007731-F11 GSTREET FIREWALL-BACK WITH TORQUE ARM SUSPENSION FOR '67-69 CAMARO AND FIREBIRD 14,998.007730-M21 GSTREET FIREWALL-BACK WITH CANTED 4-LINK SUSPENSION FOR '67-68 MUSTANG 13,998.00*7731-M21 GSTREET FIREWALL-BACK WITH TORQUE ARM SUSPENSION FOR '67-68 MUSTANG 15,998.00*


Body Fixture � NEW PRODUCT

The Chassisworks fixture is designed to securely hold the vehicle body and provide open interior working space once the floor or other sheet metal areas have been removed. Adapter bracket sets allow the fixture to be used with multiple vehicle models. The fixture bolts to a common 2-post lift and the vehicle body is held at the A-pillar, B-pillar (door striker), and rear bumper mounts. Casters are optionally available for added mobility.

7957-BF-FRAME BODY FIXTURE FRAME COMPONENTS, REQUIRES ASSEMBLY, INCLUDES PRECUT 4X4" BOX TUBES AND FRAME MOUNTS. REQUIRES OPTIONAL WHEEL KIT AND BODY ADAPTERS. $1,695.00

7957-BF-F10 BODY ADAPTERS '67-69 CAMARO, REQUIRES ASSEMBLY, INCLUDES BODY ADAPTERS FOR A-PILLAR DOOR HINGES, B-PILLAR DOOR STRIKER AND REAR BUMPER. 206.00

7957-BF-M10 BODY ADAPTERS '65-70 MUSTANG, REQUIRES ASSEMBLY, INCLUDES BODY ADAPTERS FOR A-PILLAR DOOR HINGES, B-PILLAR DOOR STRIKER AND REAR BUMPER. 206.00

NOTE SPECIAL ORDER PARTS AND NOT RETURNABLE FOR ANY REASON

A-pillar (hinge bosses) body adapter

B-pillar (door striker) body adapter Rear bumper body adapter


Body Fixture � NEW PRODUCT

7957-BF-WHEELS WHEEL SET FOR BODY FIXTURE FRAME, REQUIRES ASSEMBLY, INCLUDES FOUR CASTERS AND REAR FRAME LEGS $1,069.00


Includes assembly instructions.

� Wheel Set

Front caster

Rear caster with extended fixture legs


Body Cart � NEW PRODUCT

7957-CART BODY CART COMPONENTS, UNASSEMBLED - INCLUDES PRECUT 2X4" BOX TUBES, BRACKETS, MOUNTS AND CASTERS. $539.00


� Sturdy 2x4" boxed steel tubing

� Exterior raised lip prevents body shifting

� Tie-down loop at each corner

� Heavy-duty casters included

� Welding required for assembly

� Ships as unassemble kit via small package carrier


Polished Spud Bolt shown at forward stut firewall mount.

Firewall Mount Plate shown with standard bolt.

Frame Gemini Connector welds easlily to front frame rail.

7060-F1-A ‘67-69 CAMARO - FRONT SUPPORT STRUTS, 4130, 1-5/8 X .083" $695.007060-F1-M ‘67-69 CAMARO - FRONT SUPPORT STRUTS, MILD STEEL, 1-5/8 X .134" 489.007060-F2-M ‘70-81 CAMARO - FRONT SUPPORT STRUTS, MILD STEEL, 1-5/8 X .134" 489.005918-126 SPUD MOUNTING HARDWARE, POLISHED STAINLESS 123.00

Adding tubular struts between the factory upper firewall area and subframe triangulates the front clip, virtually eliminating chassis deflection forward of the firewall. To ensure a struturally secure mount, reinforcement plates and mounting tabs weld directly to the '67-69 Camaro firewall at the fender mount, the most rigid part of the firewall. The lower end of the support strut utilizes Chassisworks' exclusive bolt-together Gemini connector system. Installation of the strut and mounts requires minor trimming and welding for individual fit, but can later be unbolted to facilitate regular maintenance or subframe removal.

� Fits OEM or g-Machine subframe

� Gemini Connector SystemOur in-house-engineered Gemini

system is used to connect the strut to the subframe, enabling an easy-to-assemble, precision slip-fit joint that is substantially stronger than a welded joint.

'67-69 Camaro gStreet Front Strut � NEW PRODUCT

Optional hardware


� Cages Available In...

� 1-5/8" x .134" Mild Steel

� 1-5/8" x .083" 4130

� 1-3/4" x .134" Mild Steel

� 1-3/4" x .125" DOM

gStreet Exact-Fit Roll Cage

� Swing-Out Clevis SetsDual-purpose design makes a roll-cage side bar

or back brace fully removable — or, simply swing it out for easy entry! In gStreet applications, clevis sets are provided for the driver's and passenger's cage-side bars, and for the main-hoop back brace. Clevis tube adapters match the specific ID and OD the selected cage or roll bar. Swing-out side bars are NHRA-accepted.

Features/Benefits: � Significantly increases chassis rigidity

� Maximizes interior space using multiple CNC compound bend angles

� Expert cage fabrication quality and fit with off-the-shelf convenience and availability

� Removable back brace included

� Optionally, door bars can be converted to removable

� Removable Hardware Styles: standard Faspins, quick-release L-handle pins, or polished-stainless spud bolts

High-clearance cage sides, windshield brace, and rear struts makes our Exact-Fit roll cage an excellent choice for pro-touring performance applications to add a level of protection and increase chassis rigidity. Cages are mandrel bent in a variety of steel tubing types, including 1-5/8 x .134" mild-steel, 1-5/8 x .083" 4130, 1-3/4 x .134” mild-steel, and SCCA-compliant 1-3/4 x .125” DOM. The removable back brace with billet clevis ends comes standard. Door bars are included and can be installed at a ‘street style’, hip-height position for easier

entry and exit from the vehicle, or positioned at a higher ‘race style’ position for increased driver protection. Optionally available hardware permits removal of door bars when greater access is required. Spring-loaded faspins are standard removable bar hardware, with push-button L-handle locking pins and polished-stainless spud bolts offered as an upgrade option.

� '67-69 Camaro/Firebird

� '67-70 Mustang

� Safety Notes – gStreet Roll Cage/BarFor safety purposes, roll-cage padding must be applied along

any areas of the cage that occupants may come into contact with. Due to the additional cage-side and rear-strut bends, and removable door bars and back brace the g-Machine cages are not intended for competitive motorsports. Our competition series roll-cages are designed for ultimate strength and safety, and are better suited for serious competitive applications.

� NEW PRODUCT


gStreet Exact-Fit Roll Cage

Street Style - Lower hip-height bars provide greater vehicle access and can be made removable with optional faspins, quick-release L-handle pins, or spud bolts.

Race Style - Higher mounted bars provide greater protection and can be made removable with optional faspins, quick-release L-handle pins, or spud bolts.

� SIDE BAR MOUNTING OPTIONS

� PRICING - Exact-Fit Roll Cages7052-F10 '67-69 CAMARO, 1-5/8 X .134", ERW MILD STEEL $1,095.007053-F10 '67-69 CAMARO,1-5/8 X .083", 4130 STEEL 1,695.007054-F10 '67-69 CAMARO, 1-3/4 X .134", ERW MILD STEEL 1,095.007055-F10 '67-69 CAMARO, 1-3/4 X .125", DOM MILD STEEL 1,695.00 7052-M20 '67-68 MUSTANG, 1-5/8 X .134", ERW MILD STEEL 1,095.00*7053-M20 '67-68 MUSTANG, 1-5/8 X .083", 4130 STEEL 1,695.00*7054-M20 '67-68 MUSTANG, 1-3/4 X .134", ERW MILD STEEL 1,095.00*7055-M20 '67-68 MUSTANG, 1-3/4 X .125", DOM MILD STEEL 1,695.00*7052-M30 '69-70 MUSTANG, 1-5/8 X .134", ERW MILD STEEL 1,095.00*7053-M30 '69-70 MUSTANG, 1-5/8 X .083", 4130 STEEL 1,695.00*7054-M30 '69-70 MUSTANG, 1-3/4 X .134", ERW MILD STEEL 1,095.00*7055-M30 '69-70 MUSTANG, 1-3/4 X .125", DOM MILD STEEL 1,695.00*NOTES *INTRODUCTORY PRICING FOR MUSTANG CHASSIS

� OPTIONS - Exact-Fit Roll CagesCAGE SIDE OPTIONS

IN FRONT OF DASHBOARD INCLUDEDTHROUGH DASHBOARD ADD 100.00

SIDE BAR OPTIONS

WELD-IN SIDE BARS INCLUDEDREMOVABLE SIDE BARS SWINGOUT ADD 238.00REMOVABLE SIDE BARS, QUICK LOCK L-HANDLE ADD 438.00REMOVABLE SIDE BARS WITH STAINLESS SPUDS ADD 476.00

REAR STRUT OPTIONS

ATTACHES TO GSTREET FRAME INCLUDEDATTACHES TO OEM TRUNK FLOOR INCLUDEDATTACHES TO DSE 4-LINK COIL-OVER CROSSMEMBER ADD 50.00

BACK BRACE OPTIONS

STANDARD BOLT-IN ATTACHMENT INCLUDEDPUSH BUTTON QUICK LOCK L-HANDLE ADD 100.00STAINLESS SPUDS ADD 119.00

Polished Spud Bolt shown at lower side bar clevis.

Quick-Release L-Handle Pins side bar and back brace clevis.

� REMOVABLE HARDWARE OPTIONS

Standard Faspins with spring-loaded ball lock.

� NEW PRODUCT


gStreet Exact-Fit Roll CageFeaturing 1-3/4 x .134", mild-steel construction and

high-clearance rear struts, our Exact-Fit roll bar is an excellent street-car-friendly choice. A removable back brace is included for easier access to the rear seat area. The low hip-height, weld-in side bars allow easy access as well as increase rigidity of the Camaro unibody structure. Optionally

available hardware permits easy removal of the side bars. Removable hardware options include: spring-loaded faspins, quick-release ball-lock L-handle pins, or polished stainless-steel spud bolts.

� ROLL BAR (NO SIDE BARS)

� Back Brace Hardware Options

▪ Standard Hex Bolts

▪ Quick Lock L-Handles

▪ Stainless Spuds

� Rear Strut Options

▪ For gStreet Frame

▪ For OEM Trunk Floor

▪ For DSE 4-Link Shock Crossmember

� ROLL BAR WITH SIDE BARS

� Back Brace Options (see above)

� Rear Strut Options (see above)

� Side Bar Options

▪ Weld-In Bars

▪ Standard Hex Bolts, Removable

▪ Quick Lock L-Handles, Removable

▪ Stainless Spuds, Removable

� NEW PRODUCT

� ‘67-70 Mustang

� '67-69 Camaro/Firebird


gStreet Exact-Fit Roll Bar

Quick-Release L-Handle Pin Push-button ball-lock pin available for quick removal of door bar and back brace.

Polished Spud Bolt Stainless-steel male and female custom fasteners with no snag beveled head.

� Removable Hardware Upgrades

Gemini Connector - OPTION The optional removable side bar system uses our in-house-engineered Gemini connector to securely fasten the door bar strut to the subframe with no decrease in available room for the driver’s feet. The Gemini connector is an easy-to-assemble, precision slip-fit joint that is substantially stronger than a welded joint.

� NEW PRODUCT

� gStreet Exact-Fit Roll Bar (no side bars)INCLUDES MILD STEEL, 1-3/4 X �134"-WALL MAIN HOOP, BACK BRACE, REAR STRUTS, AND FLOOR PLATES7050-F10 '67-69 CAMARO $695.007050-M20 '67-68 MUSTANG 695.00*7050-M30 '69-70 MUSTANG 695.00*REMOVABLE BACK-BRACE OPTIONS

STANDARD HEX BOLT HARDWARE INCLUDEDPUSH BUTTON L-HANDLE HARDWARE ADD 100.00POLISHED STAINLESS SPUD HARDWARE ADD 119.00

REAR STRUT ATTACHMENT OPTIONS

FOR GSTREET FRAME INCLUDEDFOR OEM TRUNK FLOOR INCLUDEDFOR DSE 4-LINK SHOCK CROSSMEMBER ADD 50.00

� gStreet Exact-Fit Roll Bar with Side BarsINCLUDES MILD STEEL, 1-3/4 X �134"-WALL MAIN HOOP, SIDE BARS, BACK BRACE, REAR STRUTS, AND FLOOR PLATES7051-F10 '67-69 CAMARO $795.007051-M20 '67-68 MUSTANG 795.00*7051-M30 '69-70 MUSTANG 795.00*SIDE BAR OPTIONS WELD-IN SIDE BARS, NON-REMOVABLE INCLUDED

BOLT-IN, REMOVABLE BARS 200.00PUSH BUTTON L-HANDLE, REMOVABLE BARS 300.00POLISHED STAINLESS SPUD, REMOVABLE BARS 438.00

REMOVABLE BACK-BRACE OPTIONS

STANDARD HEX BOLT HARDWARE INCLUDEDPUSH BUTTON L-HANDLE HARDWARE ADD 100.00POLISHED STAINLESS SPUD HARDWARE ADD 119.00

REAR STRUT ATTACHMENT OPTIONS

FOR GSTREET FRAME INCLUDEDFOR OEM TRUNK FLOOR INCLUDEDFOR DSE 4-LINK SHOCK CROSSMEMBER ADD 50.00


gStreet Wide Track Arms

Chassisworks’ gStreet A-arms are designed for ultimate-performance-handling vehicles using our g-Machine or Street-Machine crossmember system with VariShock coil-over or air suspension. Polymer pivot bearings and cross-braced tubular design provide sharp handling and effective suspension tuning, thanks to minimal resistance and deflection. Mandrel-bent, 1” and 1-1/4” main tubes with 7/8” and 1” cross braces create an extremely rigid, triangulated arm durable enough for regular track use. With the aid of a fixture, tubes are seated into recessed faces along the billet receiver or balljoint housing to form a high-strength, interlocking, TIG-welded joint.

Wide Track Arms - The gStreet A-arm and spindle system utilizes the same chassis mounts as our Street-Machine and g-Machine arms. Arm length is increased 1-1/2” to provide more gradual geometry changes throughout suspension travel. To the skilled driver this means more direct tire feedback and more linear response to steering and braking inputs under various dynamic conditions. Specific geometry changes include vastly reduced scrub radius, improved camber gain, and increased caster (8.5 degrees at center of adjustment) without altering the wheelbase.

� gStreet A-Arms

Upper Arm

▪ Low-friction polymer pivot bearing

▪ Caster/camber adjustment coupler

▪ 1”-diameter tubular arm body

▪ 7/8”-diameter cross brace

▪ Billet-steel A-arm pivot stud receiver

▪ Tension-adjustable spherical pivot (in upright)

Lower Arm

▪ Tension-adjustable spherical pivot (in arm)

▪ Billet pivot housing with integrated gussets

▪ 1-1/4”-diameter tubular arm body

▪ 1”-diameter cross brace

▪ Low-friction polymer pivot bearing

▪ Minimum 18”-19” wheel required, depending upon wheel style


� gStreet Lower A-Arms6156 gSTREET LOWER A-ARMS, BLACK MILD-

STEEL ARM, PLATED MILD-STEEL AND STAINLESS-STEEL HARDWARE

� gStreet Upper A-Arms6157 gSTREET UPPER ADJUSTABLE A-ARMS,

BLACK MILD-STEEL ARM

gStreet Wide Track Arms

Lower Arm Pivot - Similar to the upper arm, the pivot is adjustable for tension to ensure zero free play with minimal resistance; fulley rebuildable.

Upper Arm Pivot - Housed within the billet upright, the tension-adjustable pivot assembly can be tightened to compensate for wear.


� Billet-Aluminum UprightEngineered to work with Chassisworks bolt-on clips and

4x2” weld-in suspension crossmembers, the billet-aluminum unit-bearing upright again raises the pro-touring bar. The lightweight upright features a heavy-duty, sealed unit bearing that is both larger in diameter and considerably more reliable than the commonly used and frequently replaced Corvette components.

� Bump-Steer KitThe latest innovation from the mind of Chris Alston is

our infinitely adjustable bump-steer kit with Teflon®-lined 4130 rod end. Utilizing a unique 3/4” threaded stud with locknut, the height of the pivot point can be quickly adjusted without disassembly or hasseling with shim stacks. No other adjustment mechanism is this precise.

� Disc Brake KitContinuing down the path of bigger wheels and tires

leading to better performance, Chassisworks offers a specially developed brake kit, featuring 14” or massive 15” x 1.25” rotors with radial-mount, Wilwood or Baer, 6-piston calipers in a variety of finishes and optional pad compounds.

Features/Benefits: � Lightweight billet-aluminum upright with stainless-

steel tapered balljoint inserts

� Maintenance friendly, heavy-duty unit-bearing; larger and more reliable than Corvette bearing

� Unique threaded bump-steer adjustment stud with Teflon®-lined 4130 rod end

� Massive 14” and 15” x 1-1/4”-wide vented brake rotors

� Radial-mount 6-piston Wilwood calipers with optional Thermlock™ heat-barrier pistons

� Lightweight billet-aluminum hat

� BILLET-ALUMINUM UNIT-BEARING UPRIGHT WITH GSTREET LARGE-ROTOR DISC BRAKE KIT

gStreet Billet Upright and Brake Kit � NEW PRODUCT


� BILLET-ALUMINUM UNIT-BEARING UPRIGHT

gStreet Billet-Aluminum Upright � NEW PRODUCT

5737-SM1-1 UPRIGHT (5 ON 4-1/2” BOLT CIRCLE) RODEND ARM GM CHASSISWORKS CLIPS, ALUMINUM BODY WITH UNIT-BEARING SPINDLE INCLUDES STEERING ARM WITH THREADED BORE FOR 5/8" RODEND-STYLE TIEROD END $1,998.00

5737-SM1-2 UPRIGHT (5 ON 4-3/4” BOLT CIRCLE) RODEND ARM GM CHASSISWORKS CLIPS, ALUMINUM BODY WITH UNIT-BEARING SPINDLE INCLUDES STEERING ARM WITH THREADED BORE FOR 5/8" RODEND-STYLE TIEROD END 1,998.00

NOTE MINIMUM RIM SIZE 18" DIAMETER, DEPENDING ON WIDTH, TO ACCOMMODATE BRAKE ROTOR.

1. Heat-treated, corrosion resistant pivot stud

2. Aluminum cap permits access to joint tension adjustment

3. Lightweight billet-aluminum upright

4. Integrated caliper bracket mounts

5. Unit-bearing hub mounting hardware

6. Steering arm cross bolt

2

1

3

4

5

6

7. Bolt Circles: 5 on 4-3/4”, 5 on 4-1/2” with 1/2-20 x 2-1/4”-long wheel studs

8. Cross-bolted steering arm with locating pin feature

9. Infinitely adjustable bumpsteer outer tie-rod

10. Heavy-duty, sealed, tapered roller bearing hub assembly with precision bearings7

8

9

10


� INFINITE ADJUST BUMP-STEER KIT

gStreet Threaded Bump-Steer Kit � NEW PRODUCT

5736-75-56 THREADED BUMPSTEER ADJUSTER AND ROD END TIEROD WITH BILLET ADJUSTING SLEEVE. FOR USE WITH CHASSISWORKS BILLET UPRIGHTS WITH 3/4-16 THREAD STEERING ARMS $236.00

Billet-Steel Adjuster Sleeve

Threaded stainless-steel stud allows precise adjustment

Teflon®-lined 4130 spherical rod end

5/16” hex for allen wrench adjustment

Locking jam nut

12-point flanged all-metal locknut

Misalignment bushing

Threaded adjuster allows infinite adustment without disassembly or the hassle of shim stacks.


gStreet brake kits for Chassisworks billet upright feature rear-mounted, radial mount, six-piston calipers and 14” or 15” directional-vaned rotors with billet aluminum hats. The bolt-together hat-rotor assembly allows worn or damaged components to be replaced easily and economically. Enhanced-friction ceramic-formula brake pads provide smooth engagement, long service life, low noise, and light brake-dust levels for performance driving applications; performance specific pads also available for autocross and road race applications. The kit is designed for use with Chassisworks’ exclusive gStreet billet-aluminum uprights for vehicles equipped with Chassisworks’ bolt-on front clips or weld-in 4 x 2” crossmembers, clips, and frames. Fourteen- and fifteen-inch rotors require 18” and 19” wheels respectively. Includes SRP drilled (black e-coated) rotors, Wilwood calipers (black, red or nickle finish) with optional Thermlock™ heat-barrier pistons, or Baer one-piece calipers.

8377 GSTREET 14” SRP ROTORS, 6-PISTON AERO6 CALIPERS (BLACK OR RED) $2,255.008378 GSTREET 15” SRP ROTORS, 6-PISTON AERO6 CALIPERS (BLACK OR RED) 2,461.00OPTIONS BLACK OR RED POWDER-COAT FINISH CALIPERS INCLUDED

NICKEL-COATED CALIPERS WITH THERMLOCK™ HEAT-BARRIER PISTONS UPGRADESTREET AND PERFORMANCE SMART PAD (LOW NOISE, LIGHT DUST) INCLUDEDAUTOCROSS SPECIFIC PAD COMPOUND UPGRADEROAD RACE SPECIFIC PAD COMPOUND UPGRADE

NOTES FITS gSTREET BILLET-ALUMINUM UPRIGHT FOR CHASSISWORKS CROSSMEMBER SYSTEMS ONLY.

Features/Benefits: � 14” and 15” cross-drilled and vented

rotors with black e-coat finish

� Wilwood Aero6 6-piston, radial-mount calipers; black, red or nickel finish with Thermlock® pistons

� Optional Wilwood brake pad compounds

� Baer 6S 6-piston, radial-mount calipers

gStreet 14” and 15” Front Brake Kits � NEW PRODUCT


� WILWOOD AERO6 6-PISTON CALIPERS

The Aero6 six-piston caliper delivers heavy duty stopping power for the road or track. The caliper incorporates race technology into a body design with widespread adaptability. Radial mounting and a rotor diameter range from 14.00” to 15.00” give this caliper the versatility necessary to suit all types of heavy weight braking requirements. Available in black or red powder coat finish, or optional nickel finish with Thermlock™ heat-barrier pistons.

� Wilwood ThermLock® Pistons(Nickel-coated caliper only)

Thermlock® pistons block heat transfer from the pads and reduce temperatures in the caliper, fluid, and seals by up to 25% over standard stainless steel pistons. These are the go-to calipers for all types sustained hard braking on a wide range of autocross, rally and

road course applications.

� Brake Pad Compounds


� BAER 6S 6-PISTON FORGED-MONOBLOCK CALIPERS

The Baer 6S is a forged-monoblock 6-piston caliper for pro-touring projects that need race car performance. To maximize strength the 6S caliper is machined from a single aluminum-alloy forging and utilizes an external crossover tube. Calipers feature stainless steel pistons, noise suppression springs, and staggered piston sizes to minimize pad wear. Available in red, black or silver powder-coat finish.

Brake Pad CompoundsSTREET/PERFORMANCE LOW NOISE AND DUST LEVELSAUTOCROSS AGGRESSIVE GRIP AT AMBIENT

TEMPERATUREROAD RACE AGGRESSIVE GRIP WITH HIGHER

TEMPERATURE RANGE

The standard street and performance pads included with the gStreet brake kits are suitable for everyday use and occassional performance driving. We recommend upgrading pad compounds for regular autocross and road race use.


gStreet brake kits feature directional-vaned, cross-drilled rotors measuring 14” or 15” x 1.25”-wide. To create more surface area and maximize cooling, individual passages are cast internally into the rotor. Air passages or vanes are directional and curved for increased airflow over standard straight vented rotor designs. The slotted surface and cross-drilled holes improve pad-to-rotor contact by wiping the pad clean and allowing brake dust and gases to be easily exhausted. Rotors are black e-coated to prevent rust on internal and external rotor surfaces.

� SRP DRILLED PERFORMANCE ROTORS


14 x 1.25”15 x 1.25”

� gStreet 15" � gStreet 14"

� 14" and 15" rotors for big-tire, high-performance Pro-Touring builds


g-Machine-System Rack and Pinions � g-Machine Power Rack and PinionThe g-Machine front-steer power rack and pinion provides

responsive steering with excellent driver feedback as a direct bolt-on for Chassisworks g-Machine crossmember systems. To increase durability, performance, and reduce deflection, the rack body, control servo, and hard lines are constructed from steel. Hard lines are routed tightly against the rack body and low-profile, rotatable banjo fittings are used exclusively at the control servo to better package the rack for installation.

Note: Camaro uses 6140-245-X, Mustang uses 6140-235-X.

▪ Front-steer power rack and pinion

▪ Direct bolt-on for g-Machine crossmember systems; includes Camaro and Mustang gStreet chassis

▪ Rotatable within mounts to aid steering-shaft clearance

▪ Available in left- and right-hand drive versions

▪ Black powder-coat or chrome finish

� Rack-and-Pinion SpecificationsFEATURE SPECIFICATION/DIMENSIONRACK TRAVEL 3 TURNS LOCK TO LOCK, 1.8” PER TURN,

5.375” TOTAL TRAVELINNER-TIE-ROD THREAD 9/16-18 RH MALEINNER-TIE-ROD LENGTH1 10.135”TIE-ROD ASSEMBLY LENGTH2 13.283”INPUT SHAFT 16.8-MM DDHYDRAULIC FITTINGS -6 AN (PRESSURE AND RETURN)RECOMMENDED PUMP RATE 1.0 - 1.5 GPM (3.8 - 5.7 LPM)NOTES 1 - MEASURED FROM TIE-ROD PIVOT CENTER TO THREADED SHAFT END

2 - MEASURED FROM CENTER OF INNER- AND OUTER-TIE-ROD PIVOTS

6139-245-1

� Power Rack-and-Pinion Billet MountsOur unique clamping installation method enables the

rack to be rotated within its mounts to adjust steering-shaft clearance and universal-joint angles. The solid billet aluminum base-and-clamp assembly uses our slot-tab positioning method for perfect alignment with the factory-welded g-Machine crossmember. Once tightened into mating grooves at the widest portion of the rack body, the deflection-free mount completely prevents the rack from shifting. Mount sets include clamp hardware and are available in silver-anodized satin or polished finishes.

Black Powder Coated6140-235-1

Chrome Plated6140-245-2

� Right-Hand-Drive Racks Available

6140-245-1 G-MACHINE POWER RACK, 24.5” LEFT-HAND-DRIVE, BLACK $695.006140-245-2 G-MACHINE POWER RACK, 24.5” LEFT-HAND-DRIVE, CHROME 825.006140-245-1RIGHT G-MACHINE POWER RACK, 24.5” RIGHT-HAND-DRIVE, BLACK 795.006140-245-2RIGHT G-MACHINE POWER RACK, 24.5” RIGHT-HAND-DRIVE, CHROME 923.006139-245-1 BILLET CLAMP SET FOR 24.5” RACK, SATIN FINISH 165.00


g-Machine-System Power Steering Pump

� Remote-Reservoir Power-Steering Pump Kit

� Integrated-Reservoir Power-Steering Pump Kit

5720-001 - O-ring to -6 AN adaters for use with steering boxes

5720-001 - O-ring to -6 AN adaters for use with steering boxes

Built upon a lightweight, aluminum-bodied power-steering pump, Chassisworks g-Machine system offers versatility in a variety of engine and performance applciations. The GM-style pump is a direct bolt-on for LS-series engines and can be easily installed on small-block or big-block Chevy engines

using the included billet mounting bracket and spacers. Pumps are avaialble with a compact integrated plastic reservoir or with a remote-mounted, polished billet-aluminum reservoir. V-belt or serpentine polished pulleys can also be selected with either pump style.

6138 REMOTE-RESERVIOR POWER STEERING PUMP - INCLUDES PUMP WITH PULLEY, ENGINE MOUNTING BRACKET AND BILLET REMOTE RESERVIOR $459.00

OPTIONS SMALL-BLOCK CHEVY OR BIG-BLOCK CHEVY MOUNT INCLUDED6 X 6" UNIVERSAL MOUNTING BRACKET BLANK (REQUIRES MACHINING) INCLUDED5" V-BELT PULLEY INCLUDED4-7/8" SERPENTINE PULLEY ADD 20.00STAINLESS-TEFLON® HOSE KIT ADD 275.00

5720-001 FITTING SET, 16MM AND 18MM O-RING TO -6 AN 26.00

6137 INTEGRATED-RESERVOIR POWER STEERING PUMP - INCLUDES INTEGRAL PLASTIC RESERVIOR PUMP WITH PULLEY AND ENGINE MOUNTING BRACKET. $385.00

OPTIONS SMALL-BLOCK CHEVY OR BIG-BLOCK CHEVY MOUNT INCLUDED6 X 6" UNIVERSAL MOUNTING BRACKET BLANK (REQUIRES MACHINING) INCLUDED5" V-BELT PULLEY INCLUDED4-7/8" SERPENTINE PULLEY ADD 20.00STAINLESS-TEFLON® HOSE KIT ADD 165.00

5720-001 FITTING SET, 16MM AND 18MM O-RING TO -6 AN 26.00


Features/Benefits: � 1-1/4”-OD heat treated, alloy steel bar

� Billet-steel splined arms with multiple endlink positions

� Six-different stiffness settings

� Spherical bearing end links with Teflon lined races

� Billet-aluminum bearing housings

� Low-friction polymer bearings

� Zinc-plate or anodize finish

� Gun-Drilled Splined-End Anti-RollOur street/track performance gStreet anti-roll bar offers

substantially increased stiffness and flatter cornering over our standard Street-Machine component. Kits are designed for Chassisworks g-Machine crossmember systems equipped with g-Machine A-arms. Anti-roll bar manufacturing begins with 1.25”OD alloy steel bar, which is then gun-drilled to significantly reduce weight. The billet lever arms feature multiple endlink mounting holes for a total of six different spring rates and are secured by a single-split splined collar clamp integrated into the arm. Teflon® race, spherical-bearing, end-link assemblies create deflection-free pivot points with minimal-resistance and enable the anti-roll bar’s effects to be immediate, more linear, and predictable. End-link length is also adjustable to eliminate static preload and ensure balanced handling. Billet aluminum bearing housings mount the anti-roll bar to the factory-welded mounting blocks and are securely held by 3/8” socket-head bolts. Low-friction polymer bearings allow the bar to pivot freely without introducing off-axis free play. Anti-roll bars ship as complete kits with zinc-plated components and hardware.

Billet Gun-Drilled Anti-Roll Bar

Billet Aluminum Bearing Housing

Spherical Bearing End-Links

Adjustable Bar Stiffness

Zero-Play Split-Collar Attachment

Billet Alloy-Steel Arm

1-1/4” OD Gun-Drilled Bar

Polymer Bearing

Locking Bolt Groove

Socket Head Hardware

Splined Connection

5735-SM32-12588 ‘67-68 MUSTANG GSTREET CLIP $599.005735-SM33-12588 ‘67-81 CAMARO GSTREET CLIPS 599.00

� NEW PRODUCT


Custom-Fit Canted 4-Bar Anti-Roll BarThe newest innovation in rear-suspension control is

Chassisworks’ ball-end anti-roll bar with integrated frame-rail mounts. It has been designed specifically to provide maximum exhaust clearance by placing the anti-roll bar closely against the vehicle’s under-body, with no bulky mounts placed along the frame rail. The key to our tucked-away installation are the threaded mounting sleeves integrated directly into each frame rail. Billet bushing housings screw in from the outside of each frame rail to capture the ball-ends of the bar with low-friction polymer bearings.

The anti-roll-bar assembly includes a 7/8” road-handling, heat-treated torsion bar with splined ends and billet aluminum arms. Each arm is machined with a single split to ease installation fit and to clamp down upon the spline when tightened. A socket-head fastener applies pressure to the spline, creating a play-free joint while also fitting into a groove machined at the end of the bar. This locking joint prevents the arms from sliding, even under the most extreme force. Billet arms are connected to the chassis mounts by adjustable-length end-link assemblies. Steel end-link tubes feature left- and right-hand threads and a 1/2” hex for quick adjustment during installation. Adjuster links feature a 3/8”-shank 4130-body rod end for the ultimate in strength.

6259 7/8”-DIAMETER BALL-END ANTI-ROLL BAR FOR CANTED REAR SUSPENSION $549.00


9" Third-Member Packages

� ST Iron Case (Nodular Iron)

� Dayton Pinion Support



� ST Iron Trutrac Package (Up to 700 hp, Case - 26.70 lb)The ST Iron package is a completely assembled Ford 9” third

member shipped ready to install. Cases are constructed from high-grade nodular iron and feature a radial ribbed design providing more uniform support for the pinion and carrier bearings. The caps, also nodular iron, are designed with increased thickness for added strength and ring-gear stability. Third members are equipped with Truetrac worm-gear differentials, with proven acceleration performance in both strip and handling applications. A Daytona-style iron pinion support is included and features a larger than stock rear tapered pinion bearing and improved oil porting. Ring-and-pinion gear selections include: 3.50, 3.70, 3.89, 4.11, 4.30 and 4.57.

� Pro HD Aluminum Thru-Bolt Case

� Billet Aluminum Pinion Support



The Pro HD package is a completely assembled Ford 9” third member shipped ready to install. Cases are constructed from 206-T4 heat treated aluminum and feature a radial ribbed design providing more uniform support for the pinion and carrier bearings. Billet aluminum caps are retained with 9/16” studs and are fully machined. The cap design provides the utmost support for the carrier bearings and significantly reduces ring gear deflection. Third members are equipped with Truetrac worm-gear differentials, with proven acceleration performance in both strip and handling applications. The billet aluminum pinion support has a unique oil channel that is machined 360 degrees into the support to maximize oil flow to the pinion bearings thru optimized porting holes, as well as a large slot milled into the front of the support to further boost oil circulation. Ring-and-pinion gear selections include: 3.50, 3.60, 3.70, 3.89, 4.11, 4.30, 4.57, 4.71 and 4.86.

� Pro HD Aluminum Truetrac Package (Up to 1000 hp, Case - 31.50 lb)

8520-112 ST IRON NODULAR CASE, 31-SPLINE TRUETRAC DIFFERENTIAL, 8620 GEAR SET WITH CHOICE OF RATIO (3.50-4.57), CHROME-MOLY 1350 YOKE, DAYTONA IRON PINION SUPPORT $1,525.00

8520-122 ST IRON NODULAR CASE, 35-SPLINE TRUETRAC DIFFERENTIAL, 8620 GEAR SET WITH CHOICE OF RATIO (3.50-4.57), CHROME-MOLY 1350 YOKE, DAYTONA IRON PINION SUPPORT 1,835.00

8520-319 PRO HD ALUMINUM CASE, 31-SPLINE TRUETRAC DIFFERENTIAL, 8620 GEAR SET WITH CHOICE OF RATIO (3.50-4.57), CHROME-MOLY 1350 YOKE, BILLET ALUMINUM PINION SUPPORT $1,820.00

8520-329 PRO HD ALUMINUM CASE, 35-SPLINE TRUETRAC DIFFERENTIAL, 8620 GEAR SET WITH CHOICE OF RATIO (3.50-4.57), CHROME-MOLY 1350 YOKE, BILLET ALUMINUM PINION SUPPORT 2,130.00


Custom Axle PackagesWe are proud to offer high-quality axle packages

from the performance industry leader, Strange Engineering. Kits come with everything needed for a complete axle installation into your new aftermarket or existing factory housing and third member. Two series of axles are available. S-Series, induction-hardened axles are suitable for a wide variety of performance applications including street, strip or track use. For dedicated-drag-racing applications, the Thru-hardened, ProRace series can withstand power levels beyond 1000 horsepower. Allow 1-4 weeks for delivery.

� Induction-Hardened Axles (S/S,ST)Each axle begins as a SAE 1550 modified steel forging, which then undergoes spline hobbing and CNC

machining to meet exact required specifications. To improve resistance against bending loads and wear, a post-machining process of electric-coil-induction hardening is performed. Induction hardening increases the hardness of the outer surface while maintaining a more-ductile axle core, necessary for reliable street use. Both S/S and S/T axles feature precisely machined, 1.5635” bearing and special radius ring seats. The press-fit radius ring minimizes stress concentrations along the bearing shoulder and improves axle-flange stability. Bolt-on, billet-aluminum brake registers are machined to size, based on your particular brake and wheel requirements.

S/S 31-Spline Axles (up to 600 hp)For street and handling performance applications, 31-spline S/S axles are recommended. S/S axles can be used with factory 2.891”-

or aftermarket 3.0625”-bore cases with appropriate differential (posi-traction, torque-sensing, locker or spool).

S/T 35-Spline Axles (up to 800 hp)For street/strip applications, the S/T axles feature a larger, 1.50”-diameter, 35-spline end that is better suited for the extreme levels of

torque during launches. Requires 3.250”-bore case with appropriate gear carrier (locker or spool only).

� Wheel-Stud OptionsThere are two types of wheel studs available in a variety of lengths.

Screw-In Studs (1/2”)The standard, 1/2” screw-in stud uses a headed fastener threaded through the axle

flange from the back side. The wheel is centered by the raised “brake register” of the axle and driven by the lug-nut-contact surfaces. In the case of a tapered (acorn) lug nut, the driving surface is at the unsupported end of the wheel stud. Available lengths: 2”, 3.”

� Axle-Package PricingSpecific information regarding the vehicle application is required.

Visit our Website or call to obtain technical data sheet with ordering requirements.

Includes: axles, radius rings, billet brake registers, bearings, wheel studs

S/S 31-SPLINE, 1/2” STUDS $415.0031-SPLINE, 5/8” STUDS 485.00

S/T 35-SPLINE, 1/2” STUDS 415.0035-SPLINE, 5/8” STUDS 485.00


Features/Benefits: � Heavy-duty billet housing

end with integrated caliper bracket bosses

� Heavy-duty wheel hub assembly; larger, stronger, more reliable than Corvette ZR1 hub

� 35-spline differential

� Internal drum-style parking brake; separates from rotor

� 14” or 15” rear disc brakes with Wilwood or Baer radial-mount calipers

� FLOATER AXLE SYSTEM AND RADIAL-MOUNT CALIPER WITH DRUM-STYLE PARKING BRAKE SYSTEM

Today’s top pro-touring vehicles often feature some of the largest section-width tires available matched with rapidly increasing levels of horsepower and torque. These drivetrain combos frequently push the reliability and safety limits of the standard flange-style axles that are common place on most muscle cars. Chassisworks solution to raising the reliability and safety limit is a complete floater-axle and brake system designed specifically for the leading-edge pro-touring market. This system features a tapered-roller unit-bearing; larger, stronger, and more reliable than the Corvette ZR1 bearing, which bolts to a specially designed housing end to remove all weight and bending load from the axles. The axle is left with the sole purpose of transferring torque to the wheels and can then be designed as

a simple axle shaft with splines at both ends. Axles are for 35-spline differentials for increased strength over 31-spline axles. To provide ample braking force for sometimes 14” and wider tires, brake kits are offered with 14” or 15” x 1.25” vented and cross-drilled rotors, with 4-piston Wilwood or Baer radial-mount calipers. An optional internal (drum-style) parking brake is also available to complete the system.

INCREASED SAFETY: Floating axle systems are required by many racing organizations for their greater reliability and safety. An extremely important benefit of a floater axle is the ability to keep the wheel attached to the vehicle and operational in the event of a broken axle, preventing additional damage to the body, suspension, and possibly others.

Pro-Touring Floater Axle System � NEW PRODUCT


Shortened axle for display purposes only.

35-SPLINE (STRAIGHT) ALLOY-STEEL AXLE SHAFT - PRO-TOURING/RACE TBACONTACT SALES FOR PRICE INFO

Floater axles are 35-spline and available in ten different lengths to accommodate Ford 9” housing widths ranging from 50 to 61 inches. Axle shafts are machined from Hy-Tuf alloy steel specifically selected for its high strength and fatigue resistance properties.35-Tooth Differential Spline

Tapered axle shaft

Flanged bearing seat

Hub spline

Hy-Tuf alloy steel


Tapered unit-bearing hub

Hardened washer

Flanged locknut

Billet cap

31-spline

35-spline

Larger diameter and spline count for significant strength increase over 31-spline axles.

Chassisworks Stocks 10-Different Lengths - Axles are shipped in lengths ranging from 23” to 32” for housings ranging from 50” to 61”. The splined area of each shaft is excessively long to allow shortening of the axle for specific lengths.


� TAPERED UNIT-BEARING HUB

The heavy-duty bearing hub featured in Chassisworks floater axle system out performs the Corvette ZR1 hub as a result of it larger size and higher load capacity. Its opposing tapered-roller-bearing design is better suited for extreme side loads, minimizing brake pad ‘knock-back’ and improving brake pedal consistency in high-performance applications.

Chassisworks ChassisworksCorvette Corvette

� Bearing Hub Comparison

� Exploded View

Flanged Locknut

Billet Aluminum Cap

Hardened Washer

Screw-In 12-Point Wheel Studs

5 x 4-1/2” and 5 x 4-3/4” bolt patterns

Flanged Bearing Seat

Spline-Driven Hub Flange

Axle Shaft

Flange Bolts to Housing End



� FLOATER HOUSING END

Each floater package includes a pair of billet-steel housing ends for installation with an existing housing or as part of a factory-welded FAB9 housing. Floater housing ends feature an O-ring sealed mounting bore for the unit-bearing as well as caliper mounting-bracket extensions along both edges.

Backing plate, parking brake, and hub mounted on housing end.Housing end with backing plate and parking brake assembly.


Three 14mm socket-head bolts used to mount bearing flange

Caliper-bracket mounting extension

Large bore for unit-bearing body

O-ring groove

Threaded bosses for backing plate with parking brake

� Housing ends available unassembled or factory- welded with FAB9 housing


8380 GSTREET 14” SRP ROTORS, 4-PISTON AERO4 CALIPERS, NO PARKING BRAKE (BLACK OR RED) 2,255-UP

8381 GSTREET 15” SRP ROTORS, 4-PISTON AERO4 CALIPERS NO PARKING BRAKE (BLACK OR RED) 2.461-UP

OPTIONS BLACK OR RED POWDER-COAT FINISH CALIPERS INCLUDEDNICKEL-COATED CALIPERS WITH THERMLOCK™ HEAT-BARRIER PISTONS UPGRADESTREET AND PERFORMANCE SMART PAD (LOW NOISE, LIGHT DUST) INCLUDEDAUTOCROSS SPECIFIC PAD COMPOUND UPGRADEROAD RACE SPECIFIC PAD COMPOUND UPGRADEBAER FORGED-MONOBLOCK CALIPERS TBAPARKING BRAKE SYSTEM

gStreet brake kits for Chassisworks floater housing end feature radial-mount, four-piston calipers, and 14” or 15” directional-vaned rotors with billet aluminum hats. The complete brake kit features an optional internal, drum-style, parking brake mechanism, which can be omitted from the kit in race or track only applications. The bolt-together hat-rotor-drum assembly allows worn or damaged components to be replaced easily and economically.

Enhanced-friction ceramic-formula brake pads provide smooth engagement, long service life, low noise, and light brake-dust levels for performance driving applications; performance specific pads are also available for autocross and road race applications. The kit is designed for use with rearend housing using Chassisworks’ gStreet floater axle system and housing end. Fourteen- and fifteen-inch rotors require 18” and 19” wheels respectively. Includes SRP drilled (black e-coated) rotors, Wilwood calipers (black, red or nickel finish with optional Thermlock™ heat-barrier pistons), or Baer one-piece calipers.

Features/Benefits: � 14” and 15” cross-drilled and vented rotors with

black e-coat finish

� Internal, drum-style, parking brake option

� Wilwood Aero4 4-piston, radial-mount calipers; black, red or nickel finish with Thermlock® pistons

� Optional Wilwood brake pad compounds

� Baer 6S 6-piston, radial-mount calipers

� GSTREET BRAKES FOR FLOATER HOUSING END


Shown with W4A calipers



� WILWOOD AERO4 4-PISTON CALIPERS

The Aero4 four-piston rear caliper has been specifically matched with the Aero6 six-piston front caliper to deliver heavy-duty, balanced, stopping power for the road or track. The caliper incorporates race technology into a body design with widespread adaptability. Radial mounting and a rotor diameter range from 14.00” to 15.00” give this caliper the versatility necessary to suit all types of heavy weight braking requirements. Available in black or red powder coat finish, or optional nickel finish with Thermlock™ heat-barrier pistons.

� Wilwood ThermLock® Pistons(Nickel-coated caliper only)

Thermlock® pistons block heat transfer from the pads and reduce temperatures in the caliper, fluid, and seals by up to 25% over standard stainless steel pistons. These are the

go-to calipers for all types sustained hard braking

on a wide range of autocross, rally and road course applications.

� BAER 6S 6-PISTON FORGED-MONOBLOCK CALIPERS

The Baer 6S is a forged-monoblock 6-piston caliper for pro-touring projects that need race car performance. To maximize strength the 6S caliper is machined from a single aluminum-alloy forging and utilizes an external crossover tube. Calipers feature stainless steel pistons, noise suppression springs, and staggered piston sizes to minimize pad wear. Available in red, black or silver powder-coat finish.

Brake Pad CompoundsSTREET/PERFORMANCE LOW NOISE AND DUST LEVELSAUTOCROSS AGGRESSIVE GRIP AT AMBIENT

TEMPERATUREROAD RACE AGGRESSIVE GRIP WITH HIGHER

TEMPERATURE RANGE

� Brake Pad CompoundsThe standard street and performance pads

included with the gStreet brake kits are suitable for everyday use and occassional performance driving. We recommend upgrading pad compounds for regular autocross and road race use.


gStreet brake kits feature directional-vaned, cross-drilled rotors measuring 14” or 15” x 1.25”-wide. To create more surface area and maximize cooling, individual passages are cast internally into the rotor. Air passages or vanes are directional and curved for increased airflow over standard straight vented rotor designs. The slotted surface and cross-drilled holes improve pad-to-rotor contact by wiping the pad clean and allowing brake dust and gases to be easily exhausted. Rotors are black e-coated to prevent rust on internal and external rotor surfaces.

� SRP DRILLED PERFORMANCE ROTORS


14 x 1.25”15 x 1.25”

� gStreet 15" � gStreet 14"

� 14" and 15" rotors for big-tire, high-performance Pro-Touring builds


� DRUM-STYLE PARKING BRAKE

A specially designed parking brake kit had to be developed to work with the floater system’s larger unit-bearing hub. The drum is independent of the rotor and fits neatly inside. Purchase and installation of the parking brake and drum kit is optional.


The Chassisworks drum-style parking brake assembly is unique to our floater axle system and was specifically designed to blend a street-friendly, parking-brake feature with a no-nonsense performance vehicle.

The lightweight, billet-steel brake drum is a separate component from the rotor-hat assembly.

A single-band brake pad maximizes pad to drum contact area, requiring less pressure to effectively lock the wheel.

The complete parking brake assembly fits neatly within the brake rotor with ample room for air to flow freely through the rotor vents.

14” or 15” SRP Rotor

Billet-Steel Brake Drum

Billet-Aluminum Backing Plate

Parking Brake Cable Lever

...specifically designed to blend a street-friendly, parking-brake feature with a no-nonsense performance vehicle.


� Billet SL4R Radial Mount CaliperThe Performance 14” and 13” kits use Wilwood’s SL4R four-piston, billet aluminum, radial

mount caliper for its superior rigidity, enhanced braking performance and pedal feel. These calipers use a closed end design that is further strengthened by five steel bridge bolts extending through the caliper body and directly across the brake pads. Smooth surface transitions help to eliminate stress points and reduce overall caliper deflection. The SL4R caliper uses lightweight, coated aluminum pistons and high temperature rubber boots to seal out debris from the piston bores. The total seal design reduces unnecessary wear, increasing the service life of the pistons. Caliper fluid requirements are matched to the output capabilities of commonly used factory master cylinders ensuring comfortable performance in a wide range of applications. Vibration dampening stainless steel bridge plate inserts protect the caliper body from wear caused by pad movement, greatly extending

service life. Dampened external fluid tubes are routed through recessed pockets to keep clear of debris and

reduce the potential of vibration induced wear at the fittings. Two-piece bleed screws are easily accessed at the top of each side of the caliper body and eliminate direct wear to the aluminum body. Brake pads are also

changed easily by simply removing the center bridge bolt and sliding the pads out.

� High Performance Vented Disc RotorsThe kit comes standard with HP series, vented, smooth surface, rotors with integrated drum and measure 14” x 1.10”, or 13” x .81”.

The HP rotors come uncoated and can withstand extreme operating temperatures for extended periods of time; ideal for high performance applications. For more eye-catching high-end street performance, rotors can be upgraded to a SRP series vented, cross-drilled, slotted and zinc washed rotor. To maximize cooling surface area, individual air passages are cast internally into each rotor. Air passages or vents offer increased airflow and cooling capability over standard solid rotor designs. The optional SRP rotor with slotted surface and cross-drilled holes improve pad to rotor contact by wiping the pad clean and allowing brake dust and gases to be easily exhausted.

� 2-piece Steel Hat DrumSeparate machine finished, cast steel hats provide the holding drum for the parking brake shoes and allow components to be

easily replaced if damaged or worn. Rotors and hats are secured in a 12-bolt configuration to provide additional stability to the rotor. Hats are drilled for multiple five-lug bolt patterns and accept 1/2” wheel studs.

� Billet Aluminum Bracket AssemblyThe parking-brake, and caliper-bracket assembly is machined from

high-strength billet aluminum. Structural mounting points on each bracket receive spline-threaded steel inserts, reducing the mounting hardware and simplifying installation. All components are anodized, painted, or plated for corrosion resistance and extended service life.

SRP Rotor

14” and 13” Rear Discs with Parking Brake

� Performance 13”

HOUSING STYLE AXLE OFFSET

HP ROTOR SRP ROTOR$1495.00 $1595.00

BIG FORD (LATE/TORINO) 2.50” WW 140-9219 WW 140-9219-DOPTION: RED POWDER-COATED CALIPERS $155 (PAIR)

� Performance 14”





� Forged Dynalite CaliperThe Wilwood rear disc brake kit uses Forged Dynalite (FDL) four-piston,

aluminum, lug mount caliper for its superior rigidity, enhanced braking performance and pedal feel. The calipers use a closed end, internal fluid passage design that is further strengthened by four steel bridge bolts extending through the caliper body. Stress flow forging and smooth surface transitions help to eliminate stress points and reduce overall caliper deflection. FDL calipers use one-piece, 1.38”-bore, stainless-steel pistons and high-temperature, square-faced bore seals. Stainless steel slows heat transfer to the brake fluid and improves the systems resistance to heat induced pedal

fade. This reduction in heat also increases the service life of the fluid and seals. The four individual pistons apply pressure against both sides of the rotor. Caliper fluid

requirements are matched to the output capabilities of commonly used factory master cylinders ensuring comfortable

performance in a wide range of applications. The Dynalite calipers are trouble-free and service friendly. Vibration-dampening, stainless-steel bridge plate inserts protect the caliper body from wear caused by pad movement, greatly extending service life. Two-piece bleed screws are easily

accessed at each corner of the caliper body and eliminate direct wear to the aluminum body. Brake pads are also easily changed by simply removing the retaining pin and sliding the pads out.

� High Performance Disc/Drum RotorsThe kit comes standard with HP series, vented, smooth surface, rotors with integrated

drum and measure 12.19” x .81”. The HP rotors come uncoated and can withstand extreme operating temperatures for extended periods of time; ideal for high performance applications. For more eye-catching high-end street performance, rotors can be upgraded to a SRP series vented, cross-drilled, slotted and e-coated rotor. To maximize cooling surface area, 32 individual air passages are cast internally into each rotor. Air passages or vents offer increased airflow and cooling capability over standard solid rotor designs. The optional SRP rotor with slotted surface and cross-drilled holes improve pad to rotor contact by wiping the pad clean and allowing brake dust and gases to be easily exhausted.

� Billet Aluminum Bracket AssemblyThe parking brake and caliper mounting bracket

assembly is machined from lightweight, high-strength billet aluminum. Structural mounting points on each bracket receive spline-threaded steel inserts, reducing the mounting hardware and simplifying installation. All components are anodized, painted, or plated for corrosion resistance and extended service life. Brackets are available for all standard housing ends.

SRP RotorHP Rotor

Street 12.19" Rear Discs with Parking Brake






� Die-Cast ConstructionHigh-pressure die casting of a premium alloy produces a

high-capacity body that is lightweight, looks great, and has the durability for competition. Die casting has the benefit of producing detailed components with excellent dimensional tolerance and surface finish without the need for expensive machine time of an equivalent billet part. The result is a lightweight, great-looking part that performs, and at a fraction of the cost. Available for those wanting a show-car look is a bright-finish, media-burnished version (pictured), guaranteed to catch the eye of the most-discriminating enthusiasts.

� 100%-Fluid SealA black-anodized, machined-billet lid captures a pressure-

balanced bellows gasket for 100% sealing against moisture invasion or fluid leakage. The aluminum lid is vented, allowing the bellows to react to chamber vacuum independently, without disruption of the seal.

Tandem Chamber Master CylindersThe Wilwood master cylinder is a direct-mount, high-quality

upgrade designed for use with aftermarket brake systems. Master-cylinder bodies are die cast using premium aluminum alloy for increased durability with minimal weight. Exterior finishes are available “as-cast” or “bright finished,” using a media-burnishing technique. Caps are black-anodized, machined aluminum and secured by four fasteners to provide a leakproof seal. Units are available with .88”, 1.00” (manual) and 1.13” (power) bore sizes and feature a 2:1 volume ratio between the primary and secondary chambers. Includes tube-adapter set.

� Bolt-On InstallationThe mounting flange is slotted to accommodate installation on

bolt centers between 3.22” and 3.40”. It directly bolts on to many OE mounts, including the popular Ford Mustang, Chrysler, GM and Corvette master-cylinder bolt patterns. The body also features two through-hole mounts on 6.40” centers for side mounting to frame members or other secure elements of the chassis.

� Fluid VolumesA total piston stroke of 1.10” is distributed at a 2:1 volume

ratio between the primary and secondary chambers. A choice of either .88”, 1.00” or 1.13” bore sizes provides the necessary options to match the volume and pressure requirements of nearly any application. Generally, the .88” and 1.00” bores are used for manual brakes, and 1.13” for power brakes.

� Plumbing VersatilityEach master cylinder is configured with full separation between

the front and rear reservoir chambers and fluid outlets. There is pressure access on both sides of the piston bore for right- or left-hand plumbing (based on mount location). Included with the master cylinder are fittings, for various installation configurations. They include one tube adapter measuring 1/2-20x9/16-18 IF (P/N 220-8575); one tube adapter measuring 1/2-20x1/2-20 IF (P/N 220-8574); and two tube adapters measuring 1/2-20x3/8-24 IF. (IF = Inverted Flare)

Standard finish

Bright finish

Black E-Coat finish

PART NUMBER BORE SIZE APPLICATION FINISH PRICEWW 260-9439 0.88” MANUAL STANDARD $200.00WW 260-8555 1.00” MANUAL STANDARD 200.00WW 260-8556 1.13” POWER STANDARD 200.00OPTIONS BLACK E-COAT FINISH (ADD "BK" P/N SUFFIX) ADD 40.00

BRIGHT FINISH (ADD "P" P/N SUFFIX ADD 40.00


Brake System AccessoriesTo complement our line of brake kits and components,

these additional items will enable you to fine-tune your brake system for improved performance. The proportioning valve provides brake-bias adjustment to optimize available traction and heavy-braking stability. Residual pressure valves maintain line pressure at the caliper or wheel

cylinder to provide a firmer pedal and more-immediate braking response. The caliper-pressure gauge allows precise measurement of line pressure to ensure the system is working correctly as well as establishing an adjustment from which to begin.

� Residual Pressure ValvesThe Wilwood inline pressure valves retain a minimum

brake-line pressure to help eliminate excessive pedal travel in disc- and drum-brake systems. Vehicles equipped with drum brakes require a 10-psi residual-pressure valve to counteract spring tension. The 2-psi valve is used on disc-brake systems with master cylinder mounted below the calipers. Valves are available individually or packaged with fittings.

� Caliper Pressure GaugeThe easy-to-read, 2”-diameter, non-hazing face allows for

quick brake-line-pressure checks from 0-1500 psi. Twenty-psi graduations and accuracy to 1.5% permit reliable brake-bias setup and brake-system troubleshooting. Gauge threads directly in place of bleeder valve.

� Proportioning ValveThe Wilwood proportioning valve uses a compact, lightweight

(5.2 oz.), forged-billet design and is an essential component for fine-tuning your brake system. Pressure adjustments range from 100-1000 psi and provide for a maximum decrease of 57% in line pressure, the most of any valve. The valve is typically installed inline to adjust rear brake-line pressure, but can also be installed to reduce front brake-line pressure in skinny-tire Pro Street or drag-racing vehicles.

� Braided-Stainless Flex-line KitOur braided-stainless, flex-line

kit reduces line flex, common with OEM brake lines, to improve brake system response, and pedal feel. Teflon® hoses, hose ends, and mounting brackets are included.

WW 260-8419 PROPORTIONING VALVE $42.00

WW 260-1874 2 PSI DISC BRAKE RESIDUAL VALVE ONLY $18.00WW 260-1876 10 PSI DRUM BRAKE RESIDUAL VALVE ONLY 18.00WW 260-3278 2 PSI DISC BRAKE RESIDUAL VALVE WITH FITTINGS 20.00WW 260-3279 10 PSI DRUM BRAKE RESIDUAL VALVE WITH FITTINGS 20.00

6329 BRAIDED-STAINLESS FLEX-LINE KIT $89.00

WW 260-0966 CALIPER PRESSURE GAUGE $68.00


� VariShock Quality

VariShock Technology � VariShock DesignThe VariShock product line offers an affordable and versatile,

high-end performance improvement over OEM replacements and traditional twin-tube shock absorbers. Our updated design overcomes the major shortcomings of traditional gas shocks and low-end twin-tube shocks. Varishocks provide a more usable adjustment range and response curve, improved heat dissipation, and lightweight billet-aluminum construction.

� Improved Heat DissipationTraditional twin-tube shocks provide damping

force by moving fluid back and forth between the inner compression tube and the surrounding reservoir. This rapidly heats the fluid that remains trapped inside the compression tube, causing outgassing and shock fade. VariShock’s system of internal valves circulates fluid in a single direction through the shock absorber body, utilizing the entire volume of fluid to absorb heat. Thermally conductive materials are used internally to further help equalize fluid temperature. Heat energy is then dissipated through the shock base and body. Coil-over threaded bodies provide additional surface area for more rapid cooling.

� Fluid ControlA shocks purpose is to limit the rate at which the suspension

moves, whether induced by road irregularities or by chassis movement. By carefully controlling the rate of fluid flow into the different areas of the shock we can better manage the suspension’s ability to keep the tire in contact with the road. VariShocks operate with zero bleed, meaning that absolutely all fluid flow is purposely directed and metered. By contrast, many manufacturers skimp on sealing the shocks internals to lower manufacturing costs. The allowed internal leakage makes valving adjustments less effective and lacking in precision. The VariShock total-seal design gives you improved control over the entire range of damping and enhances adjustment effectiveness at the slower range of piston speeds (0-4 in/sec) that control small chassis movement and vehicle ride quality.

A combination of fatigue-resistant deflective-disk and adjustable poppet valves focus damping forces at a range useful to the widest variety of vehicle types and performance applications. Damping-force ranges differ depending upon the adjustment features and mounting configuration of the shock. Custom valve sets are also available to alter the adjustment range of compression or rebound independently. VariShocks provide digressive damping to permit finer adjustment at the higher range of piston speeds (6-12 in/sec)

Delivering a finished product that is of excellent quality and value is the primary focus throughout the VariShock product line. Unlike other brands in this price range, VariShocks are engineered, manufactured, and assembled in America using state-of-the-art engineering workstations and computer-numeric-controlled (CNC) manufacturing equipment. Each component, including valves, adjusters, and internal shaft seals is designed and manufactured specifically for use in VariShock products. This level of clean-sheet engineering is the first step to producing longer lasting seals that keep dirt out of the shock absorber and extend service life between rebuilds.

that control rapid suspension movement and ride harshness. To give better control of vehicle-handling without rapidly increasing ride harshness, rebound (extension) valving is purposely stiffer with a broader adjustment range.


A shock dyno graph displays how much force is required to compress or extend the shock over a range of piston speeds (Force vs. Absolute Velocity). For readability purposes, the following graph only plots response curves for every other adjustment setting of the Bolt-In QuickSet 2 VariShock. The shock’s digressive valving curve can be easily identified by the steeper incline in the slowest piston speeds and more level response as piston speed increases. Each setting provides an even increase of stiffness in relatively even increments across the entire range without deviation from the general response curve. This consistency can be found throughout the VariShock product line and makes suspension tuning simple and intuitive. VariShock compression and rebound adjustments are completely independent from each other. Adjustment of one direction of shock travel does not inadvertently affect the other, enabling you to find the correct settings for your vehicle in less time.

Assembly of the components is equally important to delivering a quality product. To avoid the possibility of manufacturing debris contaminating the shock fluid and seals, the VariShock-assembly clean room is housed in a completely separate facility. After assembly, each shock is thoroughly dyno-tested and calibrated to meet Varishock’s strict performance goals. This ensures virtually identical performance from every pair throughout their entire

range of travel. By carefully controlling engineering, manufacturing, assembly, and final testing, VariShock can confidently deliver the highest-quality product with the most value for our customers.

� Adjustable QuickSet SeriesThe VariShock QuickSet series allows

you to easily tune your suspension for improved cornering and acceleration traction, or to quickly adapt to current track conditions. Adjustment takes only a few seconds and is made with the

VariShock installed on the vehicle. Readily accessible, 16-position adjustment knobs can be operated by hand or with the aid of a common allen wrench.

The QuickSet 1 valve system features a single adjustment knob that controls overall damping stiffness of the shock. Knobs are clearly etched indicating the correct direction of rotation to decrease (-), or increase (+) damping stiffness. There are a total of 16 specific adjustment positions.

The QuickSet 2 valve system features dual adjustment knobs that independently control bump- and rebound-damping stiffness of the shock. Dual-arrow symbols engraved into the shock

body demonstrate the function of each knob. Arrows pointing toward each other designate bump (compression) adjustment; the shock collapsing. Arrows pointing away from each other represent rebound (extension) adjustment; the shock extending. There are 16 specific adjustment positions for each knob, with a total of 256 unique combinations possible. Each adjustment position is indicated by a detent that can be felt when turning the knob, and an audible click as the knob gently locks into position. Only very light force is necessary to rotate the knob past each detent.

� VariShock Dyno Graph

Com

pres

sion

Reb

ound

Valv

e S

ettin

gs

16

16

14

14

12

12

10

10

8

8

6

6

4

4

2

2

0

0

0 3 6 9 12

Piston Speed (inches per second)

Forc

e (p

ound

s)

Double-Adjustable VariShock

-600

-500

-400

-300

-200

-100

0

100

200

300

400

500

Graph displays valving curve of QuickSet 2 double-adjustable shock. Valving curves of VariStruts and QuickSet 1 products will differ.

Don’t be fooled by shocks offering more adjustment clicks. They are actually 1/2-click adjustments. The manufacturer merely added more detents to the mechanism without increasing the range of adjustment. This practice gives more clicks, but the

adjustment is so slight that your vehicle will not respond to the change. A 16-position VariShock actually has a broader range of adjustable force with the added benefit of a more manageable number of adjustments to try.

� The Truth About 16- vs. 24-Clicks

VariShock Technology


VAS 11111-425 SINGLE-ADJUSTABLE (QUICKSET 1) BEARING-EYE COIL-OVER, 4.25" TRAVEL (PAIR) $498.00

VAS 11211-425 DOUBLE-ADJUSTABLE (QUICKSET 2) BEARING-EYE COIL-OVER, 4.25" TRAVEL (PAIR) 698.00

VAS 11411-43 4-WAY-ADJUSTABLE REMOTE RESERVOIR (QUICKSET 4R) BEARING-EYE COIL-OVER, 4.25" TRAVEL (PAIR) 1,790.00

NOTES USES 9" COIL SPRINGS (SOLD SEPARATELY)SHOCKS ARE INCLUDED IN GSTREET PACKAGES. FULL RETAIL PRICES LISTED IN THIS CHART. UPGRADE PRICES LISTED IN CHASSIS PACKAGE PRICE LIST.

VAS 11111-515 SINGLE-ADJUSTABLE (QUICKSET 1) BEARING-EYE COIL-OVER, 5.15" TRAVEL (PAIR) $498.00

VAS 11211-515 DOUBLE-ADJUSTABLE (QUICKSET 2) BEARING-EYE COIL-OVER, 5.15" TRAVEL (PAIR) 698.00

VAS 11411-50 4-WAY-ADJUSTABLE REMOTE RESERVOIR (QUICKSET 4R) BEARING-EYE COIL-OVER, 5.00" TRAVEL (PAIR) 1,790.00

NOTES USES 12" COIL SPRINGS (SOLD SEPARATELY)SHOCKS ARE INCLUDED IN GSTREET PACKAGES. FULL RETAIL PRICES LISTED IN THIS CHART. UPGRADE PRICES LISTED IN CHASSIS PACKAGE PRICE LIST.

� FRONT Coil-Over Shocks, 4.25" Travel

� REAR Coil-Over Shocks, 5.15" Travel

MOUNTING EYES

TOTALTRAVEL

COLLAPSED LENGTH

EXTENDED LENGTH

RIDE-HEIGHT MINIMUM

RIDE-HEIGHT MAXIMUM

SPRING LENGTH

COM-8 4.25” 10.05” 14.30” 11.75“ 12.60“ 9”

MOUNTING EYES

TOTALTRAVEL

COLLAPSED LENGTH

EXTENDED LENGTH

RIDE-HEIGHT MINIMUM

RIDE-HEIGHT MAXIMUM

SPRING LENGTH

COM-8 5.00” 10.81” 15.81” 12.81“ 13.81“ 12”COM-8 5.15” 10.95” 16.10” 13.01“ 14.04“ 12”

VariShock Coil-Overs

� 4-Way Adjustable Remote Reservoir Shocks





PART NUMBER DESCRIPTION USAGE SPRING COMPRESSED EXTENDED TRAVEL PRICE (EACH)VAS 11411-43 QUICKSET 4 REMOTE RESERVIOR BOTH 9” 10.06” 14.31” 4.25” $895.00 VAS 11411-50 QUICKSET 4 REMOTE RESERVIOR REAR 12” 10.81” 15.81” 5.00” 895.00

NOTE: Sold only in pairs. Springs sold separately.

1/2"-bore COM-8 Bearing

Billet aluminum upper spring seat

Urethane bump stop

5/8" chromerod piston rod

Billet-aluminum shock body

Anodize finish

High-load-capacity ACME threads

Billet-aluminum locking spring seat

Stainless dual-swivel fittings

COM-8 Bearing eye integrated with billet base

16-Position High-speed Low-speed Rebound Control

16-Position High-speed Low-speed Bump Control

Shown with optional mounting clamp

� QUICKSET 4 REMOTE RESERVOIR (Q4R)

Remote Reservoir 4-Way Coil-Over � NEW PRODUCT

Why settle for a 3-Way adjustable... ...when you can have a 4-Way?

Our gas-pressurized remote reservoir QuickSet 4 system offers excellent performance with increased travel range at an affordable price when compared to shocks offered by other manufacturers with similar features.

Four 16-position knobs provide high- and low-speed adjustment of bump and rebound independently. The Q4R 4-way valve system is VariShock’s most versatile and flexible tuning option with thousands of shock-force-curve variations possible. To support this level of tuning sophistication VariShock provides detailed technical guides to assist you throughout the tuning process.

VariShocks are engineered, manufactured, and assembled in America using state-of-the-art engineering workstations and computer-numeric-controlled 5-axis (CNC) manufacturing equipment. Each component, including valves, adjusters, and internal shaft seals is designed and manufactured specifically for use in VariShock products. This level of clean-sheet engineering was the first step to producing an excellent product that can be adjusted to your exact needs.

� Separate 16-Position High- and Low-Speed Adjustment of Bump and Rebound


� 4-Way Adjustable Valve System

� Bump AdjustmentIndependent High- and Low-Speed

Located at the base of the remote reservoir are the bump valve adjustment knobs. The facing arrows represent the shock coming together (bump/compression) with the letters “L” and “H“ labeling the low-speed and high-speed knobs respectively. “Plus” and “minus” signs etched into each knob show the rotation direction to increase or decrease valve stiffness.

� Rebound AdjustmentIndependent High- and Low-Speed

The rebound valve adjustment knobs are located on the base of the shock. The opposing arrows represent the shock separating (rebound/extension) with the letters “L” and “H“ labeling the low-speed and high-speed knobs respectively. “Plus” and “minus” signs etched into each knob show the rotation direction to increase or decrease valve stiffness.

The VariShock Q4R remote reservoir shock separates the bump and rebound valve mechanisms between the two units to free up valuable space within the main shock body. The benefit is a shorter shock length that provides greater flexibility when mounting without sacrificing shock travel. Each adjustment knob can be set to one of sixteen different positions and clearly marked to illustrate the effect it has on the shock’s performance.

Double-Swivel Banjo...can be rotated 360-degrees for hose clearance. Plus the hose can rotate 360-degrees to position the reservoir without kinking the hose.



An optional shock mount inset is available with the trunk-area floor kit to cleanly display the reservoirs in the trunk.

Reservoirs can be mounted to the forward strut bars with the optional 1-5/8”-round billet clamps. Flat-base clamps are also available for mounting against flat surfaces or panels.

Adjusting the shock preload and dampening can be done without removing the shock.


Various hardware is available to assist in safely routing the reservoir hose. The rubberized clamp and bracket set, shown above, fits against the jam nut of any 3/4” thread rod end or adjuster.

The passage bulkhead provides a clean and safe way of passing the remote reservoir through any accessible flat surface and securing the hose.


� REMOTE RESERVOIR CLAMP MOUNTS

� REMOTE RESERVOIR CLAMP MOUNTS

� Remote Shock Reservoir MountSilo-Style - Flat Surface

Set of mounts to attach two VariShock reservoirs to a flat surface requires 2-1/2” pass thru holes.

VAS 517-RD-F

VAS 517-RS-F

� Remote Shock Reservoir Mount(2.225” ID), Clamp-Style - 1-5/8” Open

Contains a pair of mounts to attach two 2.225” OD reservoir to 1-5/8” tube.

VAS 516-01-163 REMOTE SHOCK RESERVOIR MOUNT (2.225” ID), CLAMP-STYLE - 1-5/8” OPEN (PAIR) $133.00

� Remote Shock Reservoir Mount(2.225” ID), Clamp-Style - 1” Pass-Through

Contains: a pair of mounts to attach two 2.225” OD reserviour to 1” OD tube, pass thru style.

VAS 516-01-100P REMOTE SHOCK RESERVOIR MOUNT (2.225” ID), CLAMP-STYLE - 1” PASS-THROUGH (PAIR) $133.00

� Remote Shock Reservoir Mount(2.225” ID), Clamp-Style - Flat Surface

Contains a pair of mounts to attach two 2.225” OD reservoir to a flat surface with 1/4” bolts on 2.00” spacing.

VAS 516-01-000 REMOTE SHOCK RESERVOIR MOUNT (2.225” ID), CLAMP-STYLE - FLAT SURFACE) (PAIR) $92.00


VAS 517-RD-F REMOTE SHOCK RESERVOIR MOUNT, SILO-STYLE (DUAL) - FLAT SURFACE) (EACH) $98.00

VAS 517-RS-F REMOTE SHOCK RESERVOIR MOUNT, SILO-STYLE (SINGLE) - FLAT SURFACE (PAIR) 119.00


� REMOTE RESERVOIR HOSE ACCESSORIES

� COIL-OVER SHOCK ACCESSORIES

VAS 517-HS-F SINGLE HOSE FLAT SURFACE PASS THRU BULKHEAD (PAIR) $71.00

VAS 517-HS-H TEARDROP UPPER CONTROL ARM CLAMP 3/4” HOLE (ATTACHES TO UCA ADJUSTER) (PAIR) $30.00

VAS 200 COIL-OVER SPRING COMPRESSOR FOR 2-1/2” SPRINGS) $67.00 899-012-201 VARISHOCK SPANNER WRENCH, ZINC PLATED STEEL $31.00

� Spanner WrenchAlso available is an exclusive spanner wrench,

incorpo rating four tangs, which will not slip off the lower spring seat because it engages the seat in four places (not one, like common spanners).

899-012-201

899-002-204 COIL-OVER SPRING SEAT EXTENDED (SOLD INDIVIDUALLY) $30.00

� Coil-Over Spring Seat Extended Billet-aluminum upper spring seat with

3/4”-offset seat for 2-1/2” ID spring.

899-002-204

VAS 513-100 SPRING-SEAT THRUST BEARINGS (PAIR) $65.00

� Spring-Seat Thrust BearingsThrust bearings are used at the lower

spring seat to reduce friction when adjusting ride height. New stainless “cap-style” seats, a VariShock exclusive, enclose the thrust bearing to keep dirt out.

VAS 513-100

� Hose Clamp with Bracket Set – 3/4”-Bore Mount with 1/2” Hose Clamp

Teardrop UCA clamp 3/4” hole attaches -5 hose to any upper control arm with 3/4” adjuster.

� Remote Shock Reservoir Passage Bulkhead (2.5” ID x ½” Hose) Flat Surface

Set of closeouts to seal two VariShock reservoir hoses in seperate locations to a flat surface requires 2-1/2” pass thru hole.


� Coil-Over Spring CompressorThe VariShock coil-over-spring compressor

greatly eases lower-spring-collar adjustment on high-preload or high-rate applications. Heavy-duty plates at each end fit 2-1/2” inside-diameter coil springs of 130 lb., rate or greater, with a maximum spring height of 14”.

VAS 200


VariSpring Coil Springs

� 9-inch VariSprings (FRONT)VAS 21-09200 9” LENGTH, 210 LB/INCH, TRAVEL = 5.64 $124.00VAS 21-09240 9” LENGTH, 240 LB/INCH, TRAVEL = 5.57 124.00VAS 21-09275 9” LENGTH, 275 LB/INCH, TRAVEL = 5.46 124.00VAS 21-09300 9” LENGTH, 310 LB/INCH, TRAVEL = 5.57 124.00VAS 21-09350 9” LENGTH, 350 LB/INCH, TRAVEL = 5.17 124.00VAS 21-09400 9” LENGTH, 400 LB/INCH, TRAVEL = 5.07 124.00VAS 21-09450 9” LENGTH, 450 LB/INCH, TRAVEL = 4.90 124.00VAS 21-09500 9” LENGTH, 500 LB/INCH, TRAVEL = 4.77 124.00VAS 21-09550 9” LENGTH, 550 LB/INCH, TRAVEL = 5.06 124.00VAS 21-09600 9” LENGTH, 600 LB/INCH, TRAVEL = 4.41 124.00VAS 21-09675 9” LENGTH, 675 LB/INCH, TRAVEL = 4.80 124.00VAS 21-09750 9” LENGTH, 750 LB/INCH, TRAVEL = 4.24 124.00

� 12-inch VariSprings (REAR)VAS 21-12080 12” LENGTH, 80 LB/INCH, TRAVEL = 8.63 $124.00VAS 21-12095 12” LENGTH, 95 LB/INCH, TRAVEL = 8.28 124.00VAS 21-12110 12” LENGTH, 110 LB/INCH, TRAVEL = 7.91 124.00VAS 21-12130 12” LENGTH, 130 LB/INCH, TRAVEL = 8.43 124.00VAS 21-12150 12” LENGTH, 150 LB/INCH, TRAVEL = 7.61 124.00VAS 21-12175 12” LENGTH, 175 LB/INCH, TRAVEL = 7.60 124.00VAS 21-12200 12” LENGTH, 200 LB/INCH, TRAVEL = 7.45 124.00VAS 21-12250 12” LENGTH, 250 LB/INCH, TRAVEL = 7.00 124.00VAS 21-12300 12” LENGTH, 300 LB/INCH, TRAVEL = 7.07 124.00VAS 21-12350 12” LENGTH, 350 LB/INCH, TRAVEL = 7.00 124.00VAS 21-12400 12” LENGTH, 400 LB/INCH, TRAVEL = 6.35 124.00VAS 21-12450 12” LENGTH, 450 LB/INCH, TRAVEL = 5.86 144.00VAS 21-12500 12” LENGTH, 500 LB/INCH, TRAVEL = 5.06 144.00VAS 21-12550 12” LENGTH, 550 LB/INCH, TRAVEL = 5.50 144.00VAS 21-12600 12” LENGTH, 600 LB/INCH, TRAVEL = 5.17 144.00VAS 21-12650 12” LENGTH, 650 LB/INCH, TRAVEL = 5.76 144.00

Stainless ball-lock

ACME threads

Inset shoulder

Spanner wrench notches

Set-screw lock operation

� Billet Spring Seat HardwareUpper Spring Seats – Coil-over-shock upper seats feature an

open slot that allows the spring to be easily installed or replaced without removing the upper mounting eye.

Lower Spring Seat – The one-piece lower spring seat rides on the shock-body ACME threads and is used to adjust spring preload. Each seat features two spring-loaded, ball-lock mechanisms to securely hold the adjusted setting. When rotated, the ball-locks and shock-body grooves provide positive-click stops to audibly and physically notify you of every half-turn. The lock mechanism is easily operated using a common 5/32” allen wrench to tighten (lock) or loosen (unlock) the spring seat’s two set screws. The lower spring seat also features six individual notches that enable the VariShock four-tang spanner wrench to interlock with the spring seat for slip-free adjustment. Upper and lower spring seats are anodized for surface hardening and improved appearance.

VariSpring’s line of coil springs was designed to complement the VariShock family. A new high-tensile wire is used that is stronger than the chrome-silicon wire used by other manufacturers. The improved material allows VariSprings to compress until the coils touch without damaging the springs or causing them to take a set, which adversely affects handling and randomly changes the spring height. This additional range of usable flex gives VariSprings greater travel than competitors’ chrome-silicon springs of the same rate and permits the use of a more aggressive coil angle, reducing material used and overall weight. VariSprings can improve suspension control and available traction by allowing your shock to operate throughout its entire travel range.

VariSprings are available for front and rear applications in four lengths and a broad range of spring rates to suit a variety of shock and performance applications. Lengths range from 7 to 14 inches and rates from 80 to 850 pounds per inch, depending upon spring length. The steps between rates are sufficiently close to make very fine adjustments.


� ORDERINGBusiness Hours: We are open from 7:00 a.m. to 5:30 p.m. , Pacific Time, Monday through Friday, and 8:00 a.m. to 1:00 p.m. Saturday. Call

(800) 722-2269 for ordering only; tech support by email only: [email protected]. Our 24-hour fax number is (916) 388-0295.Mail Orders: When submitting your order by mail, please provide the following information: name, billing address, shipping address,

phone numbers, e-mail address, complete part numbers, quantities, and any special instructions.Credit Card Orders: We accept Visa, MasterCard, Discover Card and American Express. Please have your credit card and the billing

address available. In order to protect you and us from credit-card fraud, all credit-card orders must be shipped to the credit-card billing address or creditor authorized shipping address. Many credit card companies allow multiple shipping addresses. If necessary, you may need to call your Issuing Bank and establish your “ship-to” address. All freight charges will be added to your shipment (except for truck shipments). Customer is responsible for all costs due to refused or missed shipments.

Foreign Orders: All foreign orders must be fully prepaid (including freight) in U.S. funds. Required duties and taxes are not the responsibility of Chassisworks and must be paid by the customer to the appropriate parties.

� SHIPPINGAll of our roll bars, roll cages, chassis, and welded clips are shipped by LTL truck, freight collect. Most other shipments can be sent by a

small-package carrier — ground service. Available air-delivery options include: next-day service, 2-day service, 3-day service, or deferred air service to Alaska , Hawaii & Puerto Rico (combination of air and ground). You must inform us if you want your shipment by air service. Additional shipping fees will be applied to your order.

Truck: All truck shipments must be 100-percent prepaid. The shipment will go collect for the freight charges only. When receiving freight via truck, it is the customer’s responsibility to verify that he/she is receiving all parts listed on the bill of lading and that all parts received are in good condition. If you sign for something you do not receive, neither the freight company nor Chassisworks/KP Components/Total Control Products/VariShock will be responsible for replacing the item.

� RETURNSNo returns accepted after 30 days from date of invoice. We will only accept a return on a part that has not been modified, is still in its

original package, and is in like-new condition. You will be charged a 25-percent restocking fee on any returned goods. And you will be issued a credit with us for the balance of the price you paid for the returned part. Before returning a part, you must call us. You will be given a “Return Authorization Number” (RA#), which you must write on the outside of the box being returned. A copy of the original invoice must be included. All shipping charges on return packages must be prepaid; we will not accept a C.O.D. If, upon examination, all parts are returned and all parts are in a like-new condition, a credit will be issued less the 25-percent restocking fee. No returns on special-order parts (including, but not limited to, axles, FAB9 housings, fiberglass, chassis, welded frames, any part made or ordered to customer specs, etc.). Springs are a tuning item and cannot be returned unless defective.

Back Orders: If any parts are back-ordered, they will be so noted on the invoice. Unless notified otherwise, we will ship the back-ordered parts as soon as they become available.

� FREIGHT CLAIMSAll claims for damages, shortage, or loss must be made immediately with the carrier (i.e., UPS or the freight line). You must note any

substantial damage to a package upon receipt of the shipment with the carrier. You may reorder any missing pieces from us. We will send you an invoice for the reordered parts, and you can use this invoice as proof to the carrier of replacement costs. Unfortunately, we cannot make these freight claims for you; however, if we can be of any assistance, please feel free to give us a call.

Missing Pieces: Although every effort is made to ensure that each part is packaged complete, inevitably, a component may be missing. You must check each kit as soon as you receive it against the parts list which is enclosed with each part. Any shortage must be reported immediately upon receipt of the product. Claims made after 10 days will not be honored.

� WARRANTY NOTICEThere are NO WARRANTIES, either expressed or implied. Neither the seller nor manufacturer will be liable for any loss, damage or injury,

either direct or indirect, arising from the use or inability to determine the appropriate use of any product. Before any attempt at installation, all drawings and/or instruction sheets should be completely reviewed to determine the suitability of the product for its intended use. In this connection, the user assumes all responsibility and risk. We reserve the right to change specification without notice. Further, Chris Alston’s Chassisworks, Inc., makes NO GUARANTEE in reference to any specific class legality of any component. ALL PRODUCTS ARE INTENDED FOR RACING AND OFF-ROAD USE AND MAY NOT BE LEGALLY USED ON THE HIGHWAY. The products offered for sale are true race-car components and, in all cases, require some fabrication skill. NO PRODUCT OR SERVICE IS DESIGNED OR INTENDED TO PREVENT INJURY OR DEATH.

� PRODUCT COLORSMany of the items herein are colored for display purposes only. Your merchandise may arrive as bare metal, or in some finish other than

that displayed in this catalog. Please read individual product descriptions for specifics on available finishes and/or discuss with your sales representative.

ALL PRICES ARE SUBJECT TO CHANGE.

Revised: 04/01/13The most current version of our terms can be viewed at the Chassisworks website — www.CAChassisworks.com/cac_terms.html.

Terms and Conditions


8661 Younger Creek Drive Sacramento, CA 95828

CAC-20150414

� Product information for each of the Chris Alston’s Chassisworks brands is available through its respective Website:

www.CAChassisworks.comwww.KPcomponents.comwww.TotalControlProducts.comwww.VariShock.com

▪ Toll-Free Order Line: (800) 722-2269

▪ Customer Service and International: (916) 388-0288

▪ 24-Hour Fax: (916) 388-0295

▪ Tech Support: [email protected]

▪ Website: www.CAChassisworks.com

� Chassis-Builder Discounts! Yes, your shop could qualify for special Builder-Program pricing on popular Chassisworks, KP Components, Total Control, and VariShock products! For details and price quotes, please contact Nick Spinelli at (888) 388-0201, Ext. 233 or [email protected].

http://www.cachassisworks.com


http://www.varishock.com



Documents

Steering and Suspension