1967 Cougar Project Car - Maximum Grip

We’re using Konis complementary to our rear shocks with 850-lb/in Eibach springs, both from Summit Racing. If you have other plans, most brands of eyelet-mounted coilovers will work.

The rear mounting point for the K-member also provides the rearward mount for the lower control arm. The nicely triangulated setup works for aesthetics and strength.

There’s a lot of thought behind the mounting points of the arms. According to CorteX, this kit allows for a lower center of gravity than any other suspension system on the market and the geometry is computer optimized to stabilize the roll center throughout the normal range of operation.

Note the spacers above the upper control arm. The adjustability here allows for optimized geometry in two ride height ranges, either 5-7, or 3-5 inches measured at the forward-most point of the unibody frame-rail. The 5-7 is considered street height, while 3-5 is track only.

We’ve got a ton of adjustability at our disposal, and Trojanek says the baseline track settings are -3.0 degree camber, +6.5 degree caster, and 1⁄16 toe-out. For comparison, the street suggestions are -1.5 degree camber, +5 degree caster, and 1⁄16 toe-in.

Despite what may appear to be tight packaging, the CorteX suspension was designed to take advantage of the Mustang/Cougar’s narrow framerails and accommodate wide wheels and tires and still retains a respectable turning radius. The ’64-66 Mustangs can run 275mm tires, ’67-68 cars can run 295mm tires, and ’69-70 cars can run 315mm tires under the OEM bodywork. We’ll be running 315s.

So how adjustable is this setup? Well, we have a camber adjustment range of up to -4.5 degrees and a caster adjustment range of up to +8 degrees—not to mention a few inches of ride height adjustment. Pair that with the massive amount of adjustment we have in the CorteX torque arm rear suspension and their Competition Lower Control Arms, and there’s really no track we can’t handle. Don’t fear the math, though; CorteX’s baseline settings can get any car 95 percent of the way there out of the box, and they’re always available for tech help.

The rack isn’t a piece of exotica; it’s simply a power AGR unit from Summit Racing for Fox-chassis Mustangs. It’s effective, cheap, and easy to replace if need be.

We still need to install the splined antiroll bar down the road, but there we have it; the most radical, commercially available front suspension system ever for Mustangs and Fords. This may have been prototype numero uno, but CorteX competition systems will be a reality by the time you read this. The bar has officially been raised.