1967 Cougar Project Car - Maximum Grip

We’ll spare you the boring disassembly, and cut right to the cutting. With Max Effort’s frontend stripped down to the framerails, Ryan Kertz whipped out the plasma cutter, cutoff wheels, and grinders.

While technically not necessary to install the suspension, we opted to go ahead and carve out most of the shock towers, since the suspension won’t be using them any longer, and we’d rather have more engine bay elbow room.

This section of the framerail is actually slightly concave. To create a nice flat surface for mounting parts, we made a notch just inside the curve where the shock tower rolls inward, then took a hammer and dolly to the edge. We’ll also be removing what’s left of the bracket just below to leave a clean mounting place to weld on the frame interface plates that allow the K-member to be unbolted.

The various braces slice out with ease, but to get the rails clean required some quality time drilling out spot welds. It all comes right off, but again, let’s skip ahead to the good stuff.

Here’s why we won’t be needing any of that stuff: CorteX Racing’s K-member. Much like with late-model Mustangs, this bolt-in piece will provide all the necessary structure. Plus, it actually has a modular engine mounting system that will accommodate Ford Windsors and Mod motors, and even (gasp!) GM LS, while allowing for possible engine setback.

Up close, the mounting point for the steering rack is visible to the left; to the right is the pocket where the lower control arm is mounted. By the way, check out Kertz’s gorgeous TIG welds laid via his favorite Lincoln Electric Precision TIG 275. Watch for more welding expertise in a future issue of PHR.

And here’s why we don’t need shock towers. This radical-looking piece from CorteX is simply a stronger tower that provides better suspension geometry and allows the use of standard-length coilovers. For those who’d rather retain a stock underhood pretense, this complete assembly will actually fit within the confines of uncut towers.

With all of the offending stock bracketry cleared away, the CorteX K-member locates in the front using the frame interface plates by referencing the boltholes already on framerails from the original crossmember. Besides ease of replacement in case of damage, the engine (except mod motors) can be installed from underneath with the K-member already attached.

To tailor the track width to accommodate various wheel and tire combinations, CorteX’s fully adjustable lower control arms are a two-piece design. The main section of the arm was hand-fabbed by Kertz using a CAD rendering from CorteX.

The rod ends are flanked by aluminum spacers that provide location in the pockets on the K-member, but still allow full articulation of the bearing without binding. Notice the width; street versions will be available down the road with rubber to reduce harshness.

With the CorteX towers securely clamped in place using the original tower location for reference, Kertz drops a plumb bob from each to take measurements and confirm they are properly positioned. This is one of the many benefits to a frame table; it provides consistent and positive measuring points, however, the same results can be had in your garage by plumb bobbing while the car sits on jackstands. We just have more plans in the works.

The rear mount uses the boltholes where the steering box mounted. Provided your car is reasonably straight, it should slide right in. Four corresponding holes will need to be drilled on the passenger side.

Here’s the star of the show: CorteX’s Radial X Spindle. Inspired by endurance race cars like those in the Rolex Grand-Am and American Le Mans, it uses Gen III SKF bearing assemblies that have exceptional camber stiffness and built-in wheel speed sensors. There’s truly nothing quite like this thing on the muscle car market, and you’re seeing it here for the first time. Since it’s compatible with various double-wishbone suspension and SLA systems, including Mustang II, we wouldn’t be surprised to see this thing popping up on a lot of serious Pro Touring cars. See much more about this beauty in a web exclusive story on PopularHotRodding.com.

Caster and camber modifications are easy and precise thanks to CorteX’s fully adjustable upper control arms, which are assembled with high-end shafts, sleeves, and other components from Specialty Products Corporation (SPC) to CorteX’s spec.