Mustang, Hotchkis, Maximum, Motorsports, Panhard, Bar, Lower, Rear, Control, Arm, Tie, Rod, Torque

Heavy Duty Rear Lower Control Arm

MMRLCA-1 & 5
Heavy Duty Rear Lower Control Arms, with Spring Perch and Swaybar Mount

MMRLCA-1.1 & 5.1
Heavy Duty Rear Lower Control Arms, with Spring Perch, without Swaybar Mount

MMRLCA-1.2& 5.2
Heavy Duty Rear Lower Control Arms, without Spring Perch, without Swaybar Mount

MMRLCA-1.3 & 5.3
Heavy Duty Rear Lower Control Arms, without Spring Perch, with Swaybar Mount

Control Arms designed for Drag Racing are also available below




3987 First Street, Suite G, Livermore, CA 94551	PHONE: (925)292-5522
		FAX: (925)292-5524	E-MAIL: Sales@LivermorePerformance.com

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Ford MustangSuspension


Hotchkis	Maximum Motorsports (IRS)	Maximum Motorsports (Solid Axle)
Rear Trailing Arms and Pan Hard Rod	Grip Package	Control Arms, HD, ED & RR	Ride Height Adjusters
	Tie Rod Kit, Adjustable	Grip Package	Torque-arm
		Panhard Bar	Torque-arm Packages


Hotchkis - Mustang	Years	Description	Includes	LBS.	P/N	Price
MUSTANG	1979-2004	UPPER TRAILING ARMS		11	1204	$206
MUSTANG	1979-2004	UPPER TRAILING ARMS (RED)		11	1204R	$206
MUSTANG	1979-1998	LOWER TRAILING ARMS		16	1304	$202
MUSTANG	1979-1998	LOWER TRAILING ARMS (RED)		16	1304R	$202
MUSTANG	1999-2004	LOWER TRAILING ARMS		17	1311	$202
MUSTANG	1999-2004	LOWER TRAILING ARMS (RED)		17	1311R	$202
MUSTANG	1979-2004	UPPER & LOWER TRAILING HARDWARE	(NOT FOR 1311)	1	1701	$23
MUSTANG	1979-1998	Rear Suspension Package	1204 & 1304	29	1805	$407
MUSTANG	1979-1998	Rear Suspension Package (ADJUSTABLE)	1204A & 1304	30	1805A	$446
MUSTANG	1979-1998	Rear Suspension Package (RED)	1204R & 1304R	29	1805R	$407
MUSTANG (NOT FOR COBRA)	1999-2004	Rear Suspension Package	1204 & 1311	29	1815	$407
MUSTANG (NOT FOR COBRA)	1999-2004	Rear Suspension Package (ADJUSTABLE)	1204A & 1311	30	1815A	$446
MUSTANG (NOT FOR COBRA)	1999-2004	Rear Suspension Package (RED)	1204R & 1311R	29	1815R	$407
MUSTANG	2005-UP	PAN HARD ROD ADJUSTABLE		8	15102	$181

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IRS Rear Grip Packages The MM Rear Grip Boxes include what you need to bring the performance of the IRS up to the same high level that MM parts have done for the solid-axle equipped cars. These three different Rear Grip Boxes allow you to outfit your car to match your desired performance level. For MM Rear Coil-over Kits for Bilstein and Koni shocks. The Rear Grip Box includes the following parts:
	MMRG-20 Delrin Rear Lower Control Arm Bushings Delrin Rear Upper Control Arm Bushings
		MMRG-21 Delrin Rear Lower Control Arm Bushings Delrin Rear Upper Control Arm Bushings IRS Subframe bushings IRS adjustable Tie-rod kit Rear swaybar bushings Rear sway bar end link kit Urethane differential mounts

			MMRG-22 Delrin Rear Lower Control Arm Bushings Delrin Rear Upper Control Arm Bushings IRS Subframe bushings IRS adjustable Tie-rod kit Rear swaybar bushings Rear sway bar end link kit Aluminum pinion angle adjusting differential mounts

Application

Years

Description

P/N

Price/ea

Mustang Cobra

99 - 04

IRS Rear Grip Package (control arm bushings alone)

MMRG-20

$476

Mustang Cobra

99 - 04

IRS Rear Grip Package (urethane differential bushings)

MMRG-21

$789

Mustang Cobra

99 - 04

IRS Rear Grip Package (aluminum differential bushings)

MMRG-22

$966

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IRS Adjustable Tie Rod Kit, 1999-04 Cobra Improve the handling of your Cobra IRS by fine-tuning its bumpsteer characteristics. Just as with the Mustang front suspension, the IRS can exhibit undesirable handling behavior due to bumpsteer characteristics. MM's Adjustable Rear Tie-rod End kit allows adjustment of the rear steering geometry in order to minimize the rear bumpsteer effects. As with the front of a vehicle, making changes to enhance the performance of an independent rear suspension system will often require tuning the alignment. Besides the commonly required adjustments to camber and toe, an IRS can greatly benefit from fine-tuning its bumpsteer characteristics.
	Ford designed the rear suspension to function as a complete system. The static bumpsteer curve was designed to work in conjunction with the compliance of all the rubber bushings in the suspension. When those bushings are changed to a less compliant material, the dynamic bumpsteer curve will change and no longer be what Ford had intended. While other companies advocate the simple fix of duplicating the 2003 Cobra bumpsteer curve for earlier IRS Cobras, that becomes less and less desirable as the compliance of the OEM suspension is reduced. MM recommends matching the 2003 Cobra static bumpsteer curve only for cars that retain the original factory rubber bushings. Our kit includes instructions to adjust the bumpsteer to match that of the 2003 Cobra.
The vertical mounting position of the IRS inner tie-rod end on the 2003 Cobra was altered from its location in the previous years. The new position altered the bumpsteer curve. While this reduced the understeer of stock 2003-04 Cobras, there can still be problems once the vehicle's suspension is modified. We have found significant variations in the bumpsteer curves measured on different IRS equipped Mustangs. Differences in the bumpsteer characteristics exist not just from one vehicle to another, but also on the same car, from one side to the other side. As the level of desired performance is raised, and the number of modifications to the suspension climbs, the importance of adjusting the bumpsteer on each side of your car becomes increasingly important. With the installation of urethane or Delrin suspension bushings there will be far less compliance in the bushings, and therefore the alignment changes when the car is driven will be smaller in magnitude. The original static bumpsteer curve will no longer allow the same dynamic curve that the car had with the original rubber bushings. This will affect the handling balance of the car, which is why MM recommends measuring and adjusting the rear bumpsteer on your car as an integral part of your performance modifications. For cars with any performance upgrades, such as springs, IRS subframe bushings, or rear control arm bushings, MM recommends that the rear bumpsteer curve be adjusted to minimize any toe changes with suspension movement. After you test your car with this set-up, you may fine-tune the handling balance of the car by adjusting the rear bumpsteer curve. Only your continued testing will confirm what works best for your car and your driving style. What is bumpsteer? Bumpsteer is the term for the situation when the toe angle of a wheel changes as the suspension moves up and down, such as when driving over bumps, or with body roll during cornering. This happens when the arc that the spindle travels during bump and droop is not the same as the arc of the outer tie-rod end. If the toe changes more than a very small amount, the rear wheels begin steering the car. Bumpsteer is commonly measured and then plotted on an X-Y coordinate graph as a curve showing suspension travel vs. toe change. The resulting curve is an illustration of the bumpsteer characteristics. To measure bumpsteer you will need a bumpsteer gauge. MM's Bumpsteer Gauge available in this product section is accurate, yet affordable. NOTE: You will need to have the rear toe setting professionally adjusted after installing this part.
IRS Adjustable Complete Tie Rod Kit, 1999-04 Cobra The stock rear tie-rod is a weak link in the IRS system. An IRS-equipped Mustang with only moderate performance upgrades can easily attain loads high enough to deform a stock tie-rod. When a rear tie-rod deforms, the rear toe setting changes, causing significant handling and traction problems. A drag race style launch can cause significant deformation, and even complete failure, of the stock IRS tie-rod. The MM Tie-rod is more robust than the stock unit, making it more capable of withstanding the rigors of drag racing and open track use. We designed it to be considerably stiffer than stock, so it will not deform or fail as easily as the stock tie-rod.
		Not Just a Stronger Replacement The MM Tie-rod kit is much more than just a stronger replacement for the stock unit. It has the additional benefit of providing a means to adjust bumpsteer. A Mustang equipped with IRS is more sensitive to rear bumpsteer than it is to front bumpsteer. Even very small changes in the toe setting of the rear suspension can cause instability and asymmetrical handling characteristics. The handling of an IRS-equipped Mustang will benefit greatly from fine-tuning its bumpsteer characteristics. This kit provides the same bumpsteer adjustment at the outer tie-rod end as our MMIRSTR-1 kit. However, this kit also provides the ability to adjust the height of the inner tie-rod pivot. This gives a much wider range of bumpsteer adjustment possibilities See here for more tech information about bumpsteer specific to the IRS. See here for MM's Bumpsteer Gauge. The MM IRS Tie-rod Kit includes aluminum tie-rods, spherical rod-ends, an assortment of bumpsteer adjustment spacers, and tapered studs for the IRS uprights.

Application

Years

Description

P/N

Price/ea

Mustang Cobra (IRS)

99 - 04

IRS Adjustable Tie Rod Kit

MMIRSTR-1

$144

Mustang Cobra (IRS)

99 - 04

IRS Adjustable Complete Tie Rod Kit

MMIRSTR-2

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Improve traction and handling with Maximum Motorsports Rear Lower Control Arms. Replacing the stock rear lower control arms, and their soft rubber bushings, with MM Rear Lower Control Arms will keep your tires firmly planted on the road.

What sets MM Rear Lower Control Arms apart from all the rest?
It's the engineering expertise we put into our unique bushing designs. Instead of simply making control arms the same way as everyone else, we first analyzed the Mustang's rear suspension geometry, and then designed control arm bushings to provide what is needed to improve traction and handling. The superior design of MM rear lower control arms increases traction, without the poor handling characteristics commonly caused by most other aftermarket control arms.

The rear control arms connect the rear axle housing to the chassis. All of the forces that accelerate the car, as well as the braking loads, pass through the rear control arms. In stock form, the deflection of the rubber bushings prevents the rear axle from maintaining its correct position under the chassis, leading to instability from rear steer. During acceleration, the rear tires push the axle forward, which in turn moves the car forward by pushing on the rear lower control arms. Replacing the rear lower control arms with MM control arms will improve traction and handling primarily because of the elimination of the overly compliant stock rubber bushings. With MM rear lower control arms, the properly designed bushing mounted in a stout tubular arm keeps the axle correctly positioned under the chassis. Traction and handling are both improved because the axle does not move around in an unpredictable manner.

Most aftermarket rear control arms use hard 2-piece urethane bushings, Delrin bushings, or steel bushings. Those types of bushings do not allow the angularity needed for the Mustang's suspension to articulate freely. The resulting suspension bind causes the rear tires to break loose very easily. Suspension bind not only causes poor handling and poor traction, but it also causes damage to the torque-boxes. As the attachment points on the chassis for the rear control arms, the torque-boxes can suffer greatly from the abuse of poorly designed control arm bushings. After all, the torque boxes are only made of folded sheet metal.

Stop wheel hop
Ford's solution for reducing wheel hop was the addition of the quad shocks (the two horizontal shocks mounted behind the rear axle). They reduce wheel hop by dampening axle wind-up. Axle windup is caused by two independent deflections: the control arms, and the rubber bushings. Deflection of the control arms is eliminated because the MM arms are over three times stiffer than the stock control arm. Deflection of the soft stock rubber bushings is eliminated by our unique bushing designs. These designs are the result of extensive motion analysis of what actually occurs when the rear suspension moves over bumps, and during body roll. Installing MM's rear lower control arms eliminates the primary cause of wheel hop, which is the deflection of the stock lower control arms and their bushings. While there are other factors besides the compliance of the control arm bushings that cause wheel hop, the MM arms usually reduce axle wind-up enough to allow removal of the factory quad shocks.

Good Research is the Basis of Good Engineering
The concept of wheel rate is similar to that of spring rate. But, to put it into simple terms, the wheel rate is measured at the wheel, not at the spring. Poorly designed suspension components can prevent the control arms from articulating properly during bump and body roll, and therefore cause suspension bind. This suspension bind will cause the wheel rate to increase unpredictably, adversely affecting handling.

To analyze the geometry involved, Maximum Motorsports used a full-scale mock up of the rear suspension. When we tested other aftermarket control arms, we found that most use bushing designs that actually cause an increase in suspension bind, compared to a stock control arm! Control arms that had hard urethane bushings at each end increased the wheel rate by 400%! For example, as little as a 10% increase in rear wheel rate will have a noticeable effect on the handling balance of a car, because the rear cornering grip will be noticeably reduced.

So, why does the wheel rate increase? In the Mustang's rear suspension design, whether it is still the stock 4-link suspension design, or has been modified to a Torque-arm or three-link design, the control arms do not simply pivot. The arms also move sideways, with an angular motion (relative to the pivot axis). If that angular motion is restricted because of a poor bushing design, the suspension will bind. While some aftermarket control arms may seem to improve performance because of reduced bushing compliance, it is only improved to a level slightly higher than the stock control arms. Once the car is pushed past that level, the increased wheel rate from the suspension bind will cause unpredictable handling– not to mention damage to the torque boxes.

To avoid that nasty situation, the two different bushing configurations of both the MM Heavy-Duty and Extreme-Duty Rear Lower Control Arms allow the necessary freedom of suspension articulation, while continuing to positively locate the axle in the fore-and-aft direction.

To adjust, or not to adjust...
Both our Heavy-Duty control arms and our Extreme-Duty arms are available in two basic styles: Non-adjustable, or adjustable for ride height. These two styles are available with several different options for spring perches and swaybar mounts. This ensures that we have exactly what you need for your car.

Non-adjustable Control Arms
Non-adjustable arms are available with a fixed-position spring perch that maintains the same ride height as a stock control arm, or without any spring perch at all, for coil-over applications. These control arms are available with mounts for a factory-style rear swaybar, or without any swaybar mounts, for use with MM's Adjustable Rear Swaybar.

Adjustable Control Arms
The easy adjustment of MM's Adjustable Control Arms allows raising the rear ride height by up to 2 inches, or lowering it as much as 1 inch. A heavy-duty weight-jack bolt, similar to those used in NASCAR, makes this possible. The spring perch design allows easy ride height changes, with the car still on the ground. Road racers and autocrossers can set not only the ride height, but also corner weights, for optimum handling. A car can be fully loaded up with gear for a road trip, and then have the rear ride height adjusted back up to normal, to avoid bottoming out. These control arms are available with mounts for a factory-style rear swaybar, or without any swaybar mounts, for use with MM's Adjustable Rear Swaybar.

MM offers two different types of rear lower control arms: Heavy-Duty and Extreme-Duty.

The difference between the two is the bushing configuration. The Heavy-Duty arms are suitable for cars with moderate horsepower levels that are not drag raced. We recommend the Extreme-Duty control arms for any car that is drag raced, and any car with the higher horsepower levels that come with superchargers, larger displacement engines, etc.

The MM Heavy-Duty Rear Lower Control Arms utilize specially designed 3-piece urethane bushings at the chassis end. These bushings have a hard center section to prevent fore and aft deflection, and softer outer sections to allow the angular motion necessary to prevent bind. This design, with softer outer urethane sections, prevents torque-box damage due to binding of the lower control arms. At the axle end, MM uses a high quality Teflon-lined spherical bearing to precisely locate the rear axle. Unlike the other bushing types listed above, a spherical bearing allows freedom of motion for both pivoting and angularity. As with MM 3-piece urethane bushings, this freedom of motion improves handling over other styles of bushings, and prevents damage to chassis components. MM places the 3-piece urethane bushing at the chassis end, rather than at the axle end, for two reasons. First, this reduces the amount of noise, vibration, and harshness (NVH) that is transmitted into the chassis. Second, because the spring is mounted to the control arm and the chassis, it is best to keep the control arm and chassis from getting too far out of line with each other. If the spherical bearing is placed at the chassis end of the control arm and the urethane at the axle end, the control arm will tend to stay in alignment with the axle. This would cause the spring to arc sideways with body roll, and change the effective wheel rate.

Application

Year(s)

Description

Swaybar Mount

Spring Perch

P/N

Price/set

Mustang

79 - 98

MM Rear Lower Control Arms

MMRLCA-1

$240

Mustang

79 - 98

MM Rear Lower Control Arms

MMRLCA-1.1

$240

Mustang

79 - 98

MM Rear Lower Control Arms

MMRLCA-1.2

$240

Mustang

79 - 98

MM Rear Lower Control Arms

MMRLCA-1.3

$240

Mustang GT

99 - 04

MM Rear Lower Control Arms

MMRLCA-5

$250

Mustang GT

99 - 04

MM Rear Lower Control Arms

MMRLCA-5.1

$250

Mustang GT

99 - 04

MM Rear Lower Control Arms

MMRLCA-5.2

$250

Mustang GT

99 - 04

MM Rear Lower Control Arms

MMRLCA-5.3

$250

Heavy Duty Adjustable Rear Lower Control Arm* The easy adjustment of MM's Adjustable Control Arms allows raising the rear ride height by up to 2 inches, or lowering it as much as 1 inch. A heavy-duty weight-jack bolt, similar to those used in NASCAR, makes this possible. The spring perch design allows easy ride height changes, with the car still on the ground. Road racers and autocrossers can set not only the ride height, but also corner weights, for optimum handling. A car can be fully loaded up with gear for a road trip, and then have the rear ride height adjusted back up to normal, to avoid bottoming out. These control arms are available with mounts for a factory-style rear swaybar, or without any swaybar mounts, for use with MM's Adjustable Rear Swaybar.
	MMRLCA-2 & 6 Heavy Duty Adjustable Rear Lower Control Arms, with Swaybar Mount	MMRLCA-2.1 & 6.1 Heavy Duty Adjustable Rear Lower Control Arms, without Swaybar Mount
Extreme Duty Control Arms designed for Drag Racing are also available below

Application

Year(s)

Description

Swaybar Mount

Spring Perch

P/N

Price/set

Mustang

79 - 98

MM Rear Lower Control Arms

MMRLCA-2

$365

Mustang

79 - 98

MM Rear Lower Control Arms

MMRLCA-2.1

$365

Mustang GT

99 - 04

MM Rear Lower Control Arms

MMRLCA-6

$374

Mustang GT

99 - 04

MM Rear Lower Control Arms

MMRLCA-6.1

$374

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Extreme-Duty Rear Lower Control Arms should be used for any form of drag racing. Repeated standing-start launches will eventually damage urethane bushings. Once again, MM's engineering expertise led to a unique design. These are the only control arms available that have spherical bearings at both ends, and yet do not require a coil-over conversion kit. MM's Engineering Team solved the problem of keeping the control arm upright, stable, and aligned with the chassis, when the springs are left in the stock location. We did this by designing a urethane "bumper" that is located around the spherical bearing, between the chassis and the end of the control arm. The bumpers are at only one end of the control arm, the chassis end. The bumpers keep the control arms aligned with the chassis, but are not so stiff as to cause an increase in suspension bind. The large Teflon-lined spherical bearings at both ends of the MM Extreme-Duty control arms completely eliminate the deflection allowed by urethane bushings during hard launches. This reduces axle windup, and allows the car to react more quickly. Unlike more commonly used bushing materials such as hard urethane, Delrin, or steel, spherical bearings allow proper articulation of the rear suspension. This eliminates torque box damage caused by suspension bind. While many people have expressed concern about the potential for increased NVH when a control arm has spherical bearings at each end, we have found that the Extreme-Duty control arms are still suitable for street use. There is only a slight increase in noise and vibration over a stock control arm. The increase in noise is usually only noticeable in a car that has the stock, quiet mufflers. An increase in road vibration can be felt by rear seat passengers, but not in the front seats. Muscle Mustangs and Fast Fords magazine tested the MM Extreme-Duty Rear Lower Control Arms in the January 2003 issue, as part of their test of the MM Street & Strip Box. They found the car's 60-foot times to be remarkably consistent, varying only .02 seconds over the course of 10 runs.
	MMRLCA-30 & 31 Extreme Duty Rear Lower Control Arms, with Spring Perch and Swaybar Mount	MMRLCA-30.1 & 31.1 Extreme Duty Rear Lower Control Arms, with Spring Perch and without Swaybar Mount

	MMRLCA-30.2 & 31.2 Extreme Duty Rear Lower Control Arms, without Spring Perch and without Swaybar Mount	MMRLCA-30.3 & 31.3 Extreme Duty Rear Lower Control Arms, without Spring Perch and with Swaybar Mount

Application

Years

Description

Swaybar Mount

Spring Perch

P/N

Price/set

Mustang

79 - 98

Drag Race Control Arms

MMRLCA-30

$317

Mustang

79 - 98

Drag Race Control Arms

MMRLCA-30.1

$317

Mustang

79 - 98

Drag Race Control Arms

MMRLCA-30.2

$317

Mustang

79 - 98

Drag Race Control Arms

MMRLCA-30.3

$317

Mustang GT

99 - 04

Drag Race Control Arms

MMRLCA-31

$326

Mustang GT

99 - 04

Drag Race Control Arms

MMRLCA-31.1

$326

Mustang GT

99 - 04

Drag Race Control Arms

MMRLCA-31.2

$326

Mustang GT

99 - 04

Drag Race Control Arms

MMRLCA-31.3

$326

Extreme Duty Adjustable Rear Lower Control Arm* The easy adjustment of MM's Adjustable Control Arms allows raising the rear ride height by up to 2 inches, or lowering it as much as 1 inch. A heavy-duty weight-jack bolt, similar to those used in NASCAR, makes this possible. The spring perch design allows easy ride height changes, with the car still on the ground. Road racers and autocrossers can set not only the ride height, but also corner weights, for optimum handling. A car can be fully loaded up with gear for a road trip, and then have the rear ride height adjusted back up to normal, to avoid bottoming out. These control arms are available with mounts for a factory-style rear swaybar, or without any swaybar mounts, for use with MM's Adjustable Rear Swaybar.
	MMRLCA-32 & 33 Extreme Duty Adjustable Rear Lower Control Arms, without Swaybar Mount	MMRLCA-32.1 & 33.1 Extreme Duty Adjustable Rear Lower Control Arms, with Swaybar Mount

Application

Years

Description

Swaybar Mount

Spring Perch

P/N

Price/set

Mustang

79 - 98

Extreme Duty Control Arms

MMRLCA-32

$442

Mustang

79 - 98

Extreme Duty Control Arms

MMRLCA-32.1

$442

Mustang GT

99 - 04

Extreme Duty Control Arms

MMRLCA-33

$451

Mustang GT

99 - 04

Extreme Duty Control Arms

MMRLCA-33.1

$451

Note:
*) Check out the Spring Adaptors in the Springs Page to run coil-over springs with MM's rear control arms.

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	MM Rear Lower Control Arms for Road Racing: These lightweight control arms are designed for road racing. The adjustable length allows you to square the axle to your chassis. Spherical rod ends assure precise axle control, while allowing the rear suspension to articulate as freely as it should. They weigh only 2.5 pounds each. Hard-anodized black. Expect increased noise in street applications. Not for drag racing. Installation requires rear coil-overs and a Maximum Motorsports adjustable rear swaybar.

Application

Years

Description

P/N

Price/set

Mustang

79 - 98

Road Race Control Arms

MMRLCA-50

$181

Mustang

99 - 04

Road Race Control Arms

MMRLCA-51

$181

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	MM Grip Package Includes MM Panhard Bar MM Rear Lower Control Arms. For questions regarding which Control arm is right for you, call us at (925)292-5522 See MM's other Rear Grip packages that use our standard and adjustable control arms both in Heavy Duty and Extreme Duty versions.
	Due to differences between production years and models, the actual product may differ slightly from photo.

Application

Year(s)

Description

MM Control Arms

P/N

Price/Kit

Mustang, All

79 - 98

Rear Grip Package

Standard

MMRG-1

$539

Mustang, All

79 - 98

Rear Grip Package

Adjustable

MMRG-3

$660

Mustang, GT

99 - 04

Rear Grip Package

Standard

MMRG-5

$558

Mustang, GT

99 - 04

Rear Grip Package

Adjustable

MMRG-6

$679

Mustang, All

79 - 98

Rear Grip Package

Standard, Drag Race

MMRG-7

$614

Mustang, All

79 - 98

Rear Grip Package

Adjustable, Drag Race

MMRG-8

$735

Mustang, GT

99 - 04

Rear Grip Package

Standard, Drag Race

MMRG-11

$632

Mustang, GT

99 - 04

Rear Grip Package

Adjustable, Drag Race

MMRG-12

$753

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The MM Panhard Bar eliminates the Mustang's unstable and unpredictable behavior while cornering near its limit. This feeling is caused by the rear of the car steering itself without any input from the driver. Rear end steering is caused by the sideways movement of the rear axle. In the Mustang's 4-link suspension design the lateral location of the rear axle is done by the upper control arms. The axle, however, is not precisely located - it shifts around because of the deflection of the rubber bushings in the control arms. We built a device to measure sideways movement of the axle, and actually recorded up to 2" of sideways movement of the rear axle while cornering.
		In addition, the upper arms are at about a 45 degree angle from the direction of the cornering load. Some binding in these arms is induced during cornering as one arm enters into compression and the other enters into tension. Do NOT use urethane in the upper arms to improve the side to side motion of the axle. Because of the three dimensional movement of the upper arms, severe binding will be induced as the suspension moves--with or without a Panhard bar. This effect may not be evident in a drag-only car, but if you plan to drive the car on the street at all, we do not recommend urethane in the upper arms (see the Rear Lower Control Arm section for more information). The Panhard bar is a lateral suspension link between the rear axle and the chassis, and is the best method to control the side to side location of the axle relative to the chassis. The Panhard bar is in a direct line with the cornering load, and acts through spherical rod ends, therefore no bind is induced during cornering. By nature of its design, a Panhard bar does a better job of locating the axle than the Mustang's four-link suspension.
Features of the unique Maximum Motorsports Panhard Bar: * MM's Panhard rod is the longest possible at 38" between pivot points. This minimizes the amount of rear axle movement associated with the arc of the rod's movement. The longer the rod, the larger the radius. The larger the radius, the smaller the sideways movement. * Slots on the MM chassis mount allow for vertical height adjustment to keep the Panhard rod level at different vehicle ride heights. A level bar reduces the effect of the rod's movement arc. * Beefy 3/4" rod-ends are mounted in double shear at both ends. If a rod-end mounted in single shear fails when the rod-end's ball separates from its body, that end of the Panhard Bar will become completely disconnected from the mount. The result could be catastrophic as the Panhard rod will no longer provide any lateral control of the rear axle and may even drop to the roadway. If the same failure occurs to a rod-end mounted in double shear, the rod-end body will still be contained within the mounting brackets by the bolt and the two plates of the bracket. Some lateral control of the axle will still be maintained. * Both the unique design and quality materials used make the MM mounting brackets strong enough to not break and stiff enough to not flex under cornering loads of over 1 G. * The boxed axle bracket virtually encloses the rod-end for a rigid, non-flexing mount. * The MM chassis bracket mounts to the rear subframe of the car (not the flimsy trunk floor or spare tire well)- using the exclusive MM frame inserts to prevent collapse of the subframe. * The MM Panhard Bar is designed to clear the factory tailpipe routing. * The Panhard rod is mounted as low as possible to lower the rear roll center height (typically at the same height as the rod). * The Panhard rod is available in lightweight aluminum (either natural finish or polished). The identical item is used on NASCAR Winston Cup stock cars. * Compatible with T/A rear differential cover
		MMBK-003 Rear Caliper Relocation Brackets, 1994-04, Baer/PBR If you have a rear Baer Brake Kit with PBR calipers, and would like to use the MM Panhard Bar, these brackets are required to relocate the caliper.
		Mm5PBAR-3 Panhard Bar w/rod ends & inserts, 05 +

Application

Year(s)

Description

Rod Choice

P/N

Price/kit

Mustang, All

79 - 93

MM Panhard Bar

Natural Aluminum

MMPBA

$317

Mustang, All

79 - 93

MM Panhard Bar

Polished Aluminum

MMPBA2

$336

Mustang, All w/o IRS

94 - 04

Rear Caliper Relocation Brackets, Baer/PBR

MMBK-003

$15.95

Mustang, All w/o IRS

99 - 04

MM Panhard Bar

Natural Aluminum

MMPB99A

$326

Mustang, All w/o IRS

99 - 04

MM Panhard Bar

Polished Aluminum

MMPB99A2

$346

Mustang, All

05 +

MM Panhard Bar

Mm5PBAR-3

$154

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MM Ride Height Adjusters bolt to your stock control arms. They allow the rear ride height to be increased by as much as 3", providing clearance for big slicks. Powdercoated black with a lightweight aluminum adjusting bolt. Minor modifications of your stock control arms are required for installation.
	NOTE: This part only works with the 1979-93 Mustang factory swaybar due to interference with the bar, caused by bend changes on the 1994+ swaybars. These do NOT work with any 1994+ factory swaybars. This includes the replacement swaybar (RSB-30) that we sell. Application is dependent on the sway bar used, not the year of car. For example, the MMRRHA-1 will work in 94+ cars if the installed swaybar is a 1987-93 factory sway bar. The MMRRHA-1 will NOT work on a 1979-93 Mustang fitted with a 1994+ swaybar.

Application

Years

Description

P/N

Price/pair

Mustang (Exc. 99 - 03 Cobra)

79 - 04

MM Rear Ride Height Adjusters

MMRRHA-1

$133

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MM Torque Arm: The ultimate rear suspension for your Mustang is now available from Maximum Motorsports. Installing the MM Torque-arm will greatly improve your four-link suspension by converting it to a three-link design. Your car will have vastly improved traction, both in a straight line and when exiting corners. Your car will be much more stable and predictable, and you can get on the throttle sooner and harder while accelerating out of a corner. In the stock four-link design, the rear upper control arms are trying to do two jobs at once. One is to control axle wind-up, the other is to locate the axle side to side. When pushed to the performance limit, the upper control arms don't do either job very well. Our Torque-arm suspension system separates the functions of the suspension components - each component has only one job, and is designed to perform that one function with no compromises. The MM Torque-arm controls axle rotation much better than the upper control arms. In addition, the Panhard Bar has the sole job of locating the axle side to side, which it also does better than the upper control arms. The lower control arms primarily have the job of thrusting the car forward under acceleration. The MM Torque-arm suspension system allows complete removal of the rear upper control arms and the quad shocks. The resulting three-link design will articulate freely, even during extreme cornering, acceleration and braking. The free-moving three-link design has so much more traction that the grip at the front of the car will now be the limiting factor (understeer). You should now raise the rear spring rate to increase the rear roll resistance, which takes some cornering load off the front. To meet your needs, Maximum Motorsports has determined the rear spring to match your front spring rate (see Spring Rate Table). These selected rear springs will give you better handling and improved ride quality with your MM Torque-arm suspension system. When MM sat down to design their Torque-arm, they listened to what the customers wanted. The three issues MM heard mentioned time and again were concerns about ground clearance, exhaust clearance, and access to the differential cover. You talked, they listened! Compared to other Torque-arms, Maximum Motorsports' has over one inch greater ground clearance, nearly one inch more exhaust clearance, and allows complete access to the differential cover. The MM Torque-arm fits 1979-2004 Mustangs with an 8.8" solid axle. Use MMTA-1,3, or 5 for rectangular subframe connectors, or MMTA-2,4, or 6 for round subframe connectors. The difference is the brackets which weld to the subframe connectors.
	MMTA-1 Standard Duty Torque Arm, rectangular subframe connectors MMTA-2 Standard Duty Torque Arm, round subframe connectors
	MMTA-3 Heavy Duty Torque Arm, rectangular subframe connectors MMTA-4 Heavy Duty Torque Arm, round subframe connectors
	MMTA-5 Std. Duty Torque Arm w/racing crossmember, rect. subframes MMTA-6 Standard Duty Torque Arm w/racing crossmember, subframes

Engine Torque Table: MM Standard Torque-arm is rated for engine torque levels of 330 to 590 lb-ft, and MM's Heavy Duty Torque-arm is rated for engine torque levels of 475 to 900 lb-ft. These ratings depend on the differential gear ratio (see Table).

Spring Rate Table

Standard TA

Heavy Duty TA

Diff. Ratio

Max. Engine Dyno Torque
(lb-ft)

Max. Dyno Jet Torque
(lb-ft)

Max. Engine Dyno Torque
(lb-ft)

Max. Dyno Jet Torque
(lb-ft)

Front Spring Rate

Use This Rear Spring

4.56:1

300

246

475

390

490 - 575

51650 or 51651

4.30:1

330

271

510

418

575 - 720

51650.99

4.10:1

355

291

550

451

700 - 850

51650TA-3

3.73:1

400

328

620

508

850 - 1050

51650TA-1

3.55:1

425

349

660

541

Coilover under 175 lb/in

51650.99

3.27:1

475

390

725

595

Coilover 175 - 250 lb/in

51650TA-3

3.08:1

515

422

790

648

Coilover over 250 lb/in

51650TA-1

2.73:1

590

484

900

738

Application	Year(s)	Description	Subframe	P/N	Kit Price
Mustang (Except 99 - 04 Cobra)	79 - 04	Torque Arm, Standard	Rectangular*	MMTA-1	$431
Mustang (Except 99 - 04 Cobra)	79 - 04	Torque Arm, Standard	Round	MMTA-2	$431
Mustang (Except 99 - 04 Cobra)	79 - 04	Torque Arm, w/Racing Crossmember	Rectangular*	MMTA-5	$431
Mustang (Except 99 - 04 Cobra)	79 - 04	Torque Arm, w/Racing Crossmember	Round	MMTA-6	$431
Mustang (Except 99 - 04 Cobra)	79 - 04	Torque Arm, Heavy Duty	Rectangular*	MMTA-3	$623
Mustang (Except 99 - 04 Cobra)	79 - 04	Torque Arm, Heavy Duty	Round	MMTA-4	$623
Mustang (Except 99 - 04 Cobra)	79 - 04	Subframe Reinforcements for Kenny Brown Subs.	Round	MMSFA-1	$48

For 8.8" axle only.
Note:
*If you have Kenny Brown subs you must use MM reinforcement

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MM Torque-arm Packages
	MMTASS-1 & 7 Includes * MM Standard Duty Torque Arm * MM Panhard Bar MMTASS-1H & 7H Includes * MM Heavy Duty Torque Arm * MM Panhard Bar

	MMTASS-2 & 8 Includes * MM Standard Duty Torque Arm * MM Panhard Bar * MM Heavy Duty Non-Adj. Rear Lower Control Arms MMTASS-2H & 8H Includes * MM Heavy Duty Torque Arm * MM Panhard Bar * MM Heavy Duty Non-Adj. Rear Lower Control Arms

	MMTASS-3 & 9 Includes * MM Standard Duty Torque Arm * MM Panhard Bar * MM Heavy Duty Adj. Rear Lower Control Arms MMTASS-3H & 9H Includes * MM Heavy Duty Torque Arm * MM Panhard Bar * MM Heavy Duty Adj. Rear Lower Control Arms
Due to differences between production years and models, the actual product may differ slightly from photo. These packages are for the 8.8" axle only. Specify whether you have installed rectangular or round subframe connectors when ordering. For questions regarding which Torque arm is right for you, call us at (925)292-5522 K-Members & Control Arms

MM Standard Torque-arm Packages

Application	Year(s)	Description	MM Control Arms	P/N	Price/kit
Mustang, All	79 - 98	MM Standard Torque-arm Packages	W/O Control Arms	MMTASS-1	$724
Mustang, All	79 - 98	MM Standard Torque-arm Packages	Standard	MMTASS-2	$957
Mustang, All	79 - 98	MM Standard Torque-arm Packages	Adjustable	MMTASS-3	$1,078
Mustang, GT	99 - 04	MM Standard Torque-arm Packages	W/O Control Arms	MMTASS-7	$734
Mustang, GT	99 - 04	MM Standard Torque-arm Packages	Standard	MMTASS-8	$975
Mustang, GT	99 - 04	MM Standard Torque-arm Packages	Adjustable	MMTASS-9	$1,096

MM Heavy Duty Torque-arm Packages

Application	Year(s)	Description	MM Control Arms	P/N	Price/kit
Mustang, All	79 - 98	MM Heavy Duty Torque-arm Packages	W/O Control Arms	MMTASS-1H	$910
Mustang, All	79 - 98	MM Heavy Duty Torque-arm Packages	Standard	MMTASS-2H	$1,143
Mustang, All	79 - 98	MM Heavy Duty Torque-arm Packages	Adjustable	MMTASS-3H	$1,264
Mustang, GT	99 - 04	MM Heavy Duty Torque-arm Packages	W/O Control Arms	MMTASS-7H	$920
Mustang, GT	99 - 04	MM Heavy Duty Torque-arm Packages	Standard	MMTASS-8H	$1,161
Mustang, GT	99 - 04	MM Heavy Duty Torque-arm Packages	Adjustable	MMTASS-9H	$1,282

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	Livermore Performance, Inc. 3987 First Street, Suite G, Livermore CA 94551 Phone: (925)292-5522 E-mail: Sales@LivermorePerformance.com