Compression type coil springs may be mounted between the lower control arm and spring housing or seat in the frame. Other front suspension systems have the coil springs mounted above the upper control arms, compressed between a pivoting spring seat bolted to the control arm and a spring tower formed in the front end sheet metal. When coil springs are used in both front and rear suspension, three or four control arms are placed between the rear axle housing and the frame to carry driving and brake torque. The lower control arms pivot in the frame members and sometimes support the rear coil springs to provide for up-and-down movement of the axle and wheel assembly.
Control Arm Bushing
A control arm is a bar with a pivot at each end, used to attach suspension members to the chassis. When coil springs are used in both front and rear suspension, three or four control arms are placed between the rear axle housing and the frame to carry driving and brake torque. The lower control arms pivot on the frame members and sometimes support the rear coil springs to provide for up-and-down movement of the axle and wheel assembly. A-arms are control arms with two inboard pivots, giving strength. Some front end designs use control arms instead of A-arms, usually to save weight and add adjustability.
Inner Control Arm
The rear end is secured by a number of control arms, making it possible for the unit to move up and down, but not side to side. These arms can usually be adjusted, allowing the rear end to be aligned with the rest of the car. The growing popularity of front wheel drive and four wheel drive vehicles has sharply increased the need for correct alignment of all four wheels. In fact, some designs require "camber" and "toe-in" adjustments on all four wheels. The four wheel alignment is required so that correct rear wheel track is established. The front wheels steer the vehicle, but the rear wheels direct it. The rear wheels determine the "thrust line" which, in effect, is the rear rolling direction. When the thrust line is made to agree with the vehicle frame's centerline (by aligning front and rear wheels and centering the steering wheel), correct rear wheel track will be achieved. An out-of-line condition not caused by an accident usually can be traced to a mechanical defect or sag due to stress in the middle or corner of the frame. A frame that is out of line must be straightened before it is possible to get correct steering alignment. The frame rails must be the same height from the floor on each side at the spring seats, along with the essential parallel and right angle relationships.
Left Tie Rod
The steering linkage is made of interconnected parts which move every time the steering wheel is turned. The rotating movement of the steering column activates mechanisms inside the steering box. Tie rod ends, which join the key parts, pass on the steering wheel's motion no matter what the angle of the linkage or the vibration from the road. In a pitman arm steering setup, the movement inside the steering box causes the Pitman shaft and arm to rotate, applying leverage to the relay rod, which passes the movement to the tie rods. The steering arms pick up the motion from the tie rods and cause the steering knuckles to turn the wheels. The steering linkages need regular maintenance for safe operation, such as lubrication and inspection. Faulty steering links can cause tire wear at the least, and complete loss of control of the vehicle at worst. "Popping" noises (when turning the wheels) usually indicate worn out steering linkages.
Lower A-arm
A control arm is a bar with a pivot at each end, used to attach suspension members to the chassis. When coil springs are used in both front and rear suspension, three or four control arms are placed between the rear axle housing and the frame to carry driving and brake torque. The lower control arms pivot on the frame members and sometimes support the rear coil springs to provide for up-and-down movement of the axle and wheel assembly. A-arms are control arms with two inboard pivots, giving strength. Some front end designs use control arms instead of A-arms, usually to save weight and add adjustability.
Lower Ball Joint
The upper and lower ball joints allow the spindle to rotate when steered, and move vertically to absorb road bumps at the same time. They are constructed of an inner ball which is bolted to the spindle, and a socket, which is bolted to the control arm. They are lubricated to prevent wear through their grease fittings.
Outer Control Arm
The rear end is secured by a number of control arms, making it possible for the unit to move up and down, but not side to side. These arms can usually be adjusted, allowing the rear end to be aligned with the rest of the car. The growing popularity of front wheel drive and four wheel drive vehicles has sharply increased the need for correct alignment of all four wheels. In fact, some designs require "camber" and "toe-in" adjustments on all four wheels. The four wheel alignment is required so that correct rear wheel track is established. The front wheels steer the vehicle, but the rear wheels direct it. The rear wheels determine the "thrust line" which, in effect, is the rear rolling direction. When the thrust line is made to agree with the vehicle frame's centerline (by aligning front and rear wheels and centering the steering wheel), correct rear wheel track will be achieved. An out-of-line condition not caused by an accident usually can be traced to a mechanical defect or sag due to stress in the middle or corner of the frame. A frame that is out of line must be straightened before it is possible to get correct steering alignment. The frame rails must be the same height from the floor on each side at the spring seats, along with the essential parallel and right angle relationships.
Outer Tie Rod End
Tie rod ends are utilized in the steering linkage, steering knuckle pivot supports, and various other hinge mechanisms. Ball joints that join the key parts of the steering linkage pass on the steering wheel's motion no matter what the angle of the linkage or the vibration from the road.
Coil Spring
Compression type coil springs may be mounted between the lower control arm and spring housing or seat in the frame. Other front suspension systems have the coil springs mounted above the upper control arms, compressed between a pivoting spring seat bolted to the control arm and a spring tower formed in the front end sheet metal. When coil springs are used in both front and rear suspension, three or four control arms are placed between the rear axle housing and the frame to carry driving and brake torque. The lower control arms pivot in the frame members and sometimes support the rear coil springs to provide for up-and-down movement of the axle and wheel assembly.
Rear Shock Absorber
In the past, a wide variety of direct and indirect shock absorbing devices were used to control spring action of passenger cars. Today, direct, double-acting hydraulic shock absorbers and shock absorber struts have almost universal application. The operating principle of direct-acting hydraulic shock absorbers is in forcing fluid through restricting openings in the valves. This restricted flow serves to slow down and control rapid movement in the car springs as they react to road irregularities. Usually, fluid flow through the pistons is controlled by spring-loaded valves. Hydraulic shock absorber automatically adapt to the severity of the shock. If the axle moves slowly, resistance to the flow of fluid will be light. If the axle movement is rapid or violent, the resistance is stronger, since more time is required to force fluid through the openings. By these actions and reactions, the shock absorbers permit a soft ride over small bumps and provide firm control over spring action for cushioning large bumps. The double-acting units must be effective in both directions because spring rebound can be almost as violent as the original action that compressed the shock absorber. In the 1930s, there was a school for chauffeurs of the Rolls Royce. Since the car had a reputation to maintain for its smooth and quiet ride, the students had to pass a special test. They were required to drive a Phantom II model with a glass of water on the radiator without spilling a drop!
Shock Absorber
In the past, a wide variety of direct and indirect shock absorbing devices were used to control spring action of passenger cars. Today, direct, double-acting hydraulic shock absorbers and shock absorber struts have almost universal application. The operating principle of direct-acting hydraulic shock absorbers is in forcing fluid through restricting openings in the valves. This restricted flow serves to slow down and control rapid movement in the car springs as they react to road irregularities. Usually, fluid flow through the pistons is controlled by spring-loaded valves. Hydraulic shock absorber automatically adapt to the severity of the shock. If the axle moves slowly, resistance to the flow of fluid will be light. If the axle movement is rapid or violent, the resistance is stronger, since more time is required to force fluid through the openings. By these actions and reactions, the shock absorbers permit a soft ride over small bumps and provide firm control over spring action for cushioning large bumps. The double-acting units must be effective in both directions because spring rebound can be almost as violent as the original action that compressed the shock absorber. In the 1930s, there was a school for chauffeurs of the Rolls Royce. Since the car had a reputation to maintain for its smooth and quiet ride, the students had to pass a special test. They were required to drive a Phantom II model with a glass of water on the radiator without spilling a drop!
Sway Bar Link
Some cars require stabilizers to steady the chassis against front end roll and sway on turns. Stabilizers are designed to control this centrifugal tendency that forces a rising action on the side toward the inside of the turn. When the car turns and begins to lean over, the sway bar uses the upward force on the outer wheel to lift on the inner wheel, thus keeping the car more level.
Sway Bar
Some cars require stabilizers to steady the chassis against front end roll and sway on turns. Stabilizers are designed to control this centrifugal tendency that forces a rising action on the side toward the inside of the turn. When the car turns and begins to lean over, the sway bar uses the upward force on the outer wheel to lift on the inner wheel, thus keeping the car more level.
Upper A-arm
A control arm is a bar with a pivot at each end, used to attach suspension members to the chassis. When coil springs are used in both front and rear suspension, three or four control arms are placed between the rear axle housing and the frame to carry driving and brake torque. The lower control arms pivot on the frame members and sometimes support the rear coil springs to provide for up-and-down movement of the axle and wheel assembly. A-arms are control arms with two inboard pivots, giving strength. Some front end designs use control arms instead of A-arms, usually to save weight and add adjustability.
Upper Ball Joint
The upper and lower ball joints allow the spindle to rotate when steered, and move vertically to absorb road bumps at the same time. They are constructed of an inner ball which is bolted to the spindle, and a socket, which is bolted to the control arm. They are lubricated to prevent wear through their grease fittings.
2005-2006 Mustang
555-8206- 2005-2006 Ford Mustang Gt Ultralight Sport Springs 555-8215- Steeda Sport Springs - For 2005-2006 Ford Mustangs 555-8216- Steeda Sport Springs - For 2005, 2006 Ford Mustangs (Set of 4 - Code 'E') 555-8241- Street & Competition Springs (Set of 4) - For 2005, 2006 Ford Mustangs 35101.140- Eibach Pro-Kit Lowering Springs 2005-2006 Mustang Gt 555-1050- 2005-2006 Mustang Steeda Front Swaybar 555-8113- Steeda Billet Swaybar Mount 2005-2006 Mustang 555-5530- Steeda G-Trac Brace 2005-2006 Mustang 555-4006- Steeda Front Control Arm Bushing Kit 2005-2006 Mustang 555-1060- Steeda Rear Swaybar Chassis Links - For 2005-2006 Mustangs 555-4416- Steeda Street & Race Lower Trailing Arms 2005-2006 Mustang 555-2551- Steeda Street Panhard Bar - For 2005-2006 Mustangs DSP-12- Tokico D-Spec Wide-Range Adjustable Shocks & Struts Package - For 05-06 Mustangs 555-4105- Steeda Adjustable Upper 3rd Link Kit for 2005-2006 Mustang 555-4405- 2005-2006 Mustang Steeda Billet Rear Trailing Arms 555-1050- 2005-2006 Mustang Steeda Front Swaybar 555-8113- Steeda Billet Swaybar Mount 2005-2006 Mustang 555-8116- Steeda Control Arm Relocation Kit 2005-2006 Ford Mustang 555-1051- Steeda Front Competition Endlinks 2005-2006 Mustang 555-1053- Steeda Front Street Endlink Kit 05/06 Mustang (pair) 555-5553- Steeda Front Swaybar Mount Brace 2005-2006 Ford Mustang
AUTOMOTIVE FORUM
Compression type coil springs may be mounted between the lower control arm and spring housing or seat in the frame. Other front suspension systems have the coil springs mounted above the upper control arms, compressed between a pivoting spring seat bolted to the control arm and a spring tower formed in the front end sheet metal. When coil springs are used in both front and rear suspension, three or four control arms are placed between the rear axle housing and the frame to carry driving and brake torque. The lower control arms pivot in the frame members and sometimes support the rear coil springs to provide for up-and-down movement of the axle and wheel assembly. 
Lower Ball Joint
