I've read thru many threads on this, but of course, everyone has different opinions and part choices....
Looking at some refreshing of my suspension parts. Some things I should have done long ago and never did.
This is a daily driver commuter, 62 miles round trip to work, some rain, no snow.
Currently have:
Front:
GT500 upper strut mounts
FRPP P springs
Revised Ford GT500/B302 lower control arms
All of those have 70k or so.
Koni Str.ts about a year old, maybe two
Rear:
Adjustable Panhard bar
GT500 lower control arms
FRPP P springs
FRPP bounce bumpers
About 70k on those.
Koni Str.ts same age as front
Swaybars need bushings. Rear lower control arms a very visible rise going from body to axle.
Contemplating Whiteline lower control arms with Max-C bushings. Don't really care for the lack of axial movement with most aftermarket control arms. It just screams 'bind' at the thought of one side of the axle hitting a bump and not the other. Spherical would not be comfortable or necessarily practical in a daily that sits outside.
Lower control arm relocation brackets. For my car, something with the first hole right about 2" down from mounting hole looks about right.
Because my swaybar bushings are shot, I am considering getting a pair of low mileage 12-14 GT/GT500 swaybars.
For the know-it-alls, not looking to change what I already have, except for the rear lower control arms and the swaybars.
I know the Str.ts are not super sophisticated, maybe someday some Bilstein B4s or B6s.
Anyone see a problem with my direction? Does this combination look out of whack in some way I am not seeing?
Hi Samos3,
I think your direction is a good 1.............FWIW, you're essentially paralleling my current suspension setup w\ a few differences as I followed the same daily driver\road course design setup (road course closely incorporates nearly all aspects of daily driving.......just at higher speeds & lateral forces applied thus makes the best application direction for setting up the best daily driver......the geometry application is exactly the same......the only differences is in reality how much bushing deflection designed within a component--which will mostly determine the road feel that reaches the driver--is acceptable--not necessarily the component itself......).
The main issue I realized that causes more doubt is the fact that most are trying to incorporate suspension geometry that is more suited for straight line performance only in a daily driver which will defeat geometries more suited for daily driving.......is why I removed all of the aftermarket stuff I had bought (mostly BMR rear suspension.....) & went back to mostly Ford OEM S197 stuff......but not 05-09 OEM S197......went to as much OEM 11-14 Ford SVT suspension components (primarily GT Track Pack, Boss 302 & GT500) as I could find since all of this stuff is direct bolt on\direct replacement but is vastly improved vs the earlier OEM stock versions & all of it is geared towards being more road course focused.......which was the direction Ford switched to w\ the advent of this S197 platform design in the 1st place (why the McPherson front suspension & rear 3-link SRA suspension instead of the old 4-link SRA suspension).
Front end:
Almost a mirror setup.......same except spring choice (you-FRPP "P" springs vs me-08-09 OEM Ford factory Bullitt take-offs).
You didn't mention current front sway bar on yours thus assuming either stock GT or the larger FRPP upgrade that matches the P springs......I have the largest OEM Ford S197 front sway bar on mine (11-14 GT Track Pack, 12-13 Boss 302, 11-14 GT500.........34.2 mm OD, 436 lbs\in torsional force--stock GT is 34mm OD, 385 lbs\in torsional force in comparison--w\ highest OEM durometer, bonded & sealed sway bar bushings which are non-replaceable vs GT stock bushings which are of a lower durometer & replaceable......thus have absolutely no slip between the bar & bushing thus improved torsional load application over stock & are maintenance free.........which this specific front sway bar is what you'd actually be looking at if your considering any front OEM Ford S197 sway bar for any 11-14 GT Track Pack, 12-13 Boss 302 & 11-14 GT500.....FYI.....).
You didn't mention this, but if you haven't already done it, also recommend replacing the front strut bump stops w\ the same FRPP GT500 ones.
If the other components are still in good condition, IMHO, you good on the front as you are. If you already have the larger FRPP upgrade front sway bar w\ adjustable end-link position, I'd just replace the bushings w\ the highest durometer replacements you can find & call it a day........if stock then sway bar replacement options come into play.
Rear end:
If all existing components are in good condition, IMHO, you are good.........but you didn't mention 2 components.......the rear sway bar & UCA.
I'm running the Ford matched rear companion to the front Track Pack sway bar (24mm OD, 185 lbs\in torsional force for 11-14 GT Track Pack, 11-14 GT500 & 12-13 base Boss 302....Boss 302 LS uses a 26mm OD, 198 lbs\in torsional force bar). I find the std 11-14 OEM Ford Track Pack 24mm OD rear sway bar to be more than enough for any S197 dual-purpose daily driver\road course setup. I find hardly any roll steer being input due to this stiffer 24mm OD rear sway bar during harder cornering thus rear axle is "staying under the chassis" thus improves steering response & integrity.......chassis goes pretty much where the front tires input it to go thus greatly improves driving confidence to push it harder.
As for UCA, pretty much any aftermarket UCA design will do as the OEM Ford UCA issue is always the front bushing design........as long as you use the 13-14 OEM Ford S197 GT500 diff UCA bushing in the 8.8" UCA housing (part# DR3Z-5A638-A). From my experience w\ this as I've used poly as well, this specific OEM rear diff UCA bushing will outperform any poly UCA diff bushing for this S197 platform hands down.......only thing better from a pure performance aspect is full spherical setup.......but from a ride perspective, no equals......this bushing is the best of the best for all around performance. As for the front UCA bushing design.......try to find 1 that will also provide some articulation w\o binding to retain rear axle full articulation movement.......the hall mark of this S197's 3-link SRA design.......improves handling & tire\road contact adherence.
But if you ever run across someone selling a 05-10 Roush S197 3rd Link UCA assembly............BUY IT! This discontinued "aftermarket" UCA assembly is the absolute dual purpose daily driver\road course UCA to have..........period. Jack Roush made this using a 05-09 OEM Ford GT\GT500 UCA assembly then cut off the front UCA bushing socket & welded\braced a piece of steel tubing that would take a 05-09 OEM Ford GT\GT500 S197 UCA diff bushing pressed in w\ articulation slots set at 9-3 o'clock to allow UCA side to side flex but is MUCH stiffer that the old stock front UCA bushing.......thus in essence 1 is using 2 OEM Ford S197 rear diff UCA bushings in the UCA assembly. When you then pair this up w\ the 13-14 GT500 rear UCA diff bushing...........a match made in heaven for optimal rear tire grip performance & ride compliance\comfort. Keeps the pinion under control thus wheel hop but allows just enough deflection to allow the tires to maintain\quickly regain grip under full power loading (the instant shock loading on rear tires is what causes them to break traction......mostly from using too stiff of a UCA setup.......the old adage applies........"spinning ain't winning".......especially when powering out of corners.......).
If wanting LCA relocation brackets, IMHO the only ones I'll recommend getting are Maximum Motorsports S197 8.8" LCA relocation brackets as these are the ONLY brackets on the market that
will work w\ both the OEM S197 Ford LCA's AND all aftermarket S197 LCA's......thus a true 1 stop\shop component......buy once & you're done.
MM designed all their stuff to work around the S197 platform's OEM suspension geometries thus IMHO is the go-to stuff for a dual purpose S197 setup.
I have a set of these installed (posted in a thread on the forums) using the same OEM S197 Ford GT500 LCA's & am also using the 1st hole down..........which is the very position MM recommends using for a dual-purpose daily driver\road course S197 & from my testing\usage since, I find they perform exactly how MM says they'll do.......very noticeable but not harsh riding......rear axle solidly plants w\ absolutely no inkling of wheel hop but more importantly IMHO, essentially
no torque steer experienced under full WOT loads thus rear axle is "staying under the chassis" meaning that the rear geometry is being held very consistent & in proper alignment thus steering control is easily maintained thus car is very responsive to steering inputs & increases driver confidence.
This is my take on what you asked...........from my perspective, you're pretty much there as is w\ a few additions.
Hope this helps.
