Constant-rate coil springs and outboard shocks are tuned for a firm yet compliant ride. The shocks are located on the outside of the rear structural rails, near the wheels, reducing the level effect of the axle and allowing a more precise and slightly softer tuning of the shock valves.


Ford Mustang GT incorporates a separate rear stabilizer bar to reduce body lean further.


Previous Mustangs used a simplified rear suspension linkage that acted on composite force vectors. By using separate longitudinal and lateral links in the all-new Mustang, engineers could isolate the forces acting on the rear axle and tune the bushings accordingly. As a result, the axle is more precisely controlled throughout its range of motion. Road shocks are isolated and damped, and the solid lateral control of the rear axle reduces body sway and improves control and stability over mid-corner bumps, known to induce a condition called "bump-steer."


The solid rear axle offers several other advantages that play to Mustang's strengths. It is robust, maintains constant track, toe-in and camber relative to the road surface, and it keeps body roll well under control.


In short, the Mustang's sophisticated rear geometry provides handling precision and performance worthy of a modern muscle car. But that doesn't mean all of the roadgoing exuberance has been dialed out of the new model. Keeping enthusiasts in mind, Ford chassis and powertrain engineers worked together to make sure owners of the new Mustang can still "chirp" the rear tires when the spirit moves them.




BIG BRAKES PUT A STOP TO ALL OF THIS

Bigger usually means better when it comes to brakes, but that's only part of the story behind the Mustang convertible's sophisticated standard four-wheel-disc brake system.


Along with Mustang GT's biggest-ever rotors and stiffest calipers comes a new, 4-channel anti-lock braking system (ABS) that enhances braking performance. In addition to helping prevent wheel lock-up, the new system has electronic brake force distribution (EBD), which distributes braking power to the wheels where it can be used most effectively.


Dual-piston aluminum floating front calipers clamp down on 316-millimeter (12.4-inch) front brake discs on GT models - an increase of more than 15 percent in rotor size. On the GT, the brakes have 14 percent more swept area than those of the previous model. These rotors are 30 millimeters thick and are ventilated to provide consistent stopping power, even under the strain of excessive heat induced by repeated hard braking. The payoff comes in shorter stopping distances, better pedal feel and longer pad and rotor life.


The V-6 Mustangs get 293-millimeter (11.5-inch) ventilated rotors that also are 30 millimeters thick. This represents a 16 percent increase in rotor size over the brakes of the previous V-6 model.


In the rear, the brake rotors are 300 millimeters (11.8 inches) in diameter - more than 12 percent larger than the previous Mustang - and 19 millimeters thick. Rear rotors are vented on both the GT and V-6. Single-piston calipers sweep 18 percent more area than the rear brakes on the previous Mustang. When it comes to total stopping power, brakes in the new Mustang GT are bigger - and clamp with more force - than any other regular-production Mustang in history.


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