Springs are mounted over the MacPherson struts in a coil-over-shock configuration. This layout allows the shocks to dampen forces in the same section as the spring, cutting friction and enabling more precise shock-valve tuning. A tubular stabilizer bar - 34 millimeters in diameter on the GT convertible and 28.6 millimeters for V-6 versions - helps limit body roll.


At the core of Mustang's advanced new front suspension is groundbreaking manufacturing technology used to produce steel control arms that actually weigh less than some comparable cast-aluminum designs. Employed for the first time in a production vehicle, this technique allows two C-section stampings to be assembled back-to-back with welded seams. This creates an I-section profile that offers an exceptional strength-to-weight ratio.


Material is efficiently moved toward the edges of the control arms for increased stiffness, while the center is kept thin to minimize weight. Reducing unsprung weight - components that are positioned below the springs and shocks - improves the suspension's response to abrupt changes, like pavement seams. The result is a greater feeling of connection to the road.


"Having too much unsprung weight is like trying to play basketball in ski boots," says Tom Barnes, Vehicle Engineering Manager. "Keeping the unsprung weight low gives the suspension the quickness to stay firmly planted on the road."




REAR SUSPENSION BASED ON A SOLID NEW DESIGN

Working on a clean sheet of paper, Mustang's engineering team could have selected any type of setup at the rear, including an independent suspension. So why choose a solid rear axle? The answer lies in Mustang's position as America's sports car.


"We talked to a lot of Mustang owners when we were developing this program," says Hau Thai-Tang, chief engineer. "They are a very passionate group, and a lot of them told us - very strongly - that the all-new Mustang must have a solid rear axle."


Although a mainstay of muscle car design, the solid axle hasn't always been viewed as its strong suit. Early hopped-up sedans often overwhelmed their leaf-spring live axles, which weren't designed for the demands of performance driving.


The slender leaf springs were prone to sway in hard maneuvers and to wind up and "hop" the rear wheels under full throttle. The tendency of the low-grip bias-ply tires of the day to lose traction and "burn rubber" actually was a blessing in disguise, as it took pressure off the suspension. For 40 years, mainstream Mustangs have featured ever-improving solid rear axle designs.


For 2005, Ford Mustang's rear suspension takes a completely different approach to combat wheel hop. Engineers opted for a three-link architecture with a Panhard rod that provides precise control over the rear axle. A central torque control arm is fastened to the upper front end of the differential, while trailing arms are located near each end of the axle.


A lightweight, tubular Panhard rod is parallel to the axle and attached at one end to the body and at the other to the axle. It stabilizes the rear axle side-to-side as the wheels move through jounce and rebound. It also firmly controls the axle during hard cornering.


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