One solution for '67-'73 Mustangs...
One solution for '67-'73 Mustangs that suffer from camber adjustment woes is camber blocks, available from Total Control Products. They lock in camber adjustment, making it virtually impossible to ruin camber unless you hit a fire hydrant.
You can eliminate this ancient shim process with some of the aftermarket performance suspension systems from Total Control Products, Global West, Ron Morris Performance, and Heidt's. All have adjustable Heim joints that do away with shims entirely. These systems stay in proper alignment and improve handling.
Toe-In, Toe-Out
Toe is a fundamental of your Mustang's steering linkage. To steer precisely and predictably, your Mustang should have a very minute amount of toe-in, meaning both front tires pointed ever-so-slightly inward with the wheel centered, which allows the steering wheel to return smoothly to center after a turn. With too much toe-in, they will return too quickly to center. By the same token, toe-out has the opposite effect. Return to center in a turn will be sluggish to the point that you have to help the wheel return to center. That takes the pleasure out of your driving experience. Either way, with too much toe-in or toe-out, tires will scrub and wear increases proportionally. Excessive toe-in causes heavy wear along the tire's outboard edges. Too much toe-out causes wear along the inside.
Toe is adjusted by moving...
Toe is adjusted by moving tie-rod ends in or out to change the tire/wheel angle. Marlon uses a fixed rod to measure toe, which ensures accuracy.
If toe-in or toe-out causes tire wear, why isn't a Mustang's toe neutral? The reason is stability. There is a finite amount of toe-in, expressed in degrees from parallel, to improve a Mustang's stability while going in a straight line. With a small amount of toe-in, steering input feels confident and sure without being too sensitive. In fact, toe-in makes steering more predictable because the steering wheel wants to remain centered. When toe is dialed in to factory specifications, there should be no wandering whatsoever unless there's a significant crown in the road or high wind.
Toe-out is another story. With toe-out, your Mustang wants to steer right or left and steering becomes very sensitive. Racers tend to like toe-out for this reason. They know they're going to get quick response in turns with a certain amount of toe-out.
Before an alignment is performed, have your alignment technician check ball joints, tie-rod ends, idler and Pitman arms for excessive wear. Upper and lower control arm bushings, plus spring perch bushings, must also be checked for wear. When these items are excessively worn, your Mustang will not remain in alignment. In fact, alignment settings will change the minute you hit the road.
Caster and camber for '74-'78 Mustangs are adjusted by moving the upper control arms. The strut rods are fixed and cannot be adjusted. Instead of shims or eccentrics, Ford got smarter by having an upper control arm that can be adjusted, then locked down. The upper control arm angle can be changed to adjust caster. Move the upper control arm in or out to change camber.
When the Mustang switched to a McPherson strut front suspension in 1979, alignment changed forever because it eliminates the upper control arm. McPherson struts are fully adjustable on top, so caster and camber angles can be changed by moving the strut and control arm. Once the strut is properly adjusted, it's locked down. Toe is adjusted the same conventional way as first generation Mustangs despite the use of rack and pinion steering and adjustable rod ends.
For complete '65-'09 Mustang alignment specifications, go to our website at www.mustangmonthly.com.
The Ford Shop Manual makes...
The Ford Shop Manual makes it easy to get toe correct by telling you what to do at the steering wheel. No matter what any alignment shop will tell you, the steering wheel must be fixed at 12 o'clock to get toe correct. Loosely centered doesn't cut it.
Toe is adjusted by screwing...
Toe is adjusted by screwing the tie-rod ends in or out. There is a special tool for this purpose, or you can use a humble pair of Channel Locks.
A Word About Idler Arms
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A Word About Idler Arms
Did you know idler arms are supposed to be stiff? Because original Mustang steering systems were old and worn out the first time they were replaced, it was easy to assume their stiff factory idler arms were junk. However, this isn't true. The original idler arm was stiff because it was designed to snap the steering back to center after a turn. Aftermarket idler arms roll smoothly from side to side because that's the way they're designed. That doesn't pose any danger. However, expect your Mustang's steering to be more sluggish.
Blueprint For Integrity
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Blueprint For Integrity
Because Marlon Mitchell has specialized in Mustangs for most of his career as a front-end alignment technician, he knows the Mustang's weaknesses. That's why Marlon has created his own special brand of front-end parts for Mustangs known as Blueprint front-end parts. Check out his Blueprint upper and lower control arms and you will see why. They yield flexibility, yet security, unmatched by anyone who makes reproduction Mustang front-end parts. Marlon has engineered these parts to eliminate most of Ford's original shortcomings.
Do you see the difference...
Do you see the difference in this Blueprint upper control arm from Fly-Ford Racing? This is Marlon's own brand of grassroots engineering with super-tough, oil-impregnated upper shaft bushings that articulate with the arm, offering a smoothness never seen by original-style arms. There's no stiffness, just smooth operation. If you're concerned about having an original look, these upper control arms pass the test because the improvements are challenging to see once installed.
Check out this Blueprint upper...
Check out this Blueprint upper control arm spring perch. No flimsy rubber around steel here. Instead, there are oil-impregnated bushings and tool steel shaft with grease fitting for easy serviceability and long life.
Ford suggests a specific tie-rod...
Ford suggests a specific tie-rod coupling angle to prevent slipstream noise underneath and to ensure alignment security.
Blueprint lower control arms...
Blueprint lower control arms get tool steel inside urethane bushings for solid function without compromising road quiet.