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1967 Cougar Project Car - Maximum GripOur 1967 Cougar project car gets a radical SLA road race front suspension from CorteX Racing. From the August, 2011 issue of Popular Hot Rodding By Christopher Campbell Photography by Filip Trojanek
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We’ve spent a good deal of attention on Max Effort’s rear suspension, which is, of course, a major factor in effectively getting the power to the ground on the track, but it’s the front suspension that truly determines the cornering capability of a car. And we’ve got something revolutionary in store for this Ford. Filip Trojanek (right) spent... Filip Trojanek (right) spent a great deal of time designing the final version of the kit components with CAD software and R&D data, then Ryan Kertz of Kertz Fabrication (left) created the parts and their fixtures. It takes good teamwork and communication as well as skill to create real parts that are true to spec. Among the trendsetting projects seen elsewhere in this issue is a radically flared ’66 Mustang named Xecution built by CorteX Racing that boasted some pretty heady performance claims. We swear they’re all true, and all the engineering and R&D that went into making that car so potent has led to the development of one of the most radical road race suspension systems ever developed for vintage Fords—and Max Effort will be the mule for the very first production CorteX Racing SLA suspension kit. It’s a big deal for Mustang and Ford guys; GM muscle has had some fairly serious and effective performance suspension options in the aftermarket for quite some time, as evidenced by the glut of fast Camaros, Novas, and Chevelles at any given track day or autocross course. The options for unibody Fords, however, have been decidedly less diverse. Of course that has a bit to do with the Mustang’s welded-in front subframe and more-difficult-to-alter front suspension that some view as a drawback. Whereas the GM folks can simply bolt in an entirely different chassis with new geometry, doing the same on a Ford requires judicious slicing. But for those willing to make the cut, now the payoff can be huge! Created by Trojanek at CorteX... Created by Trojanek at CorteX Racing using information he garnered from racing CorteX’s development car known as Xecution, this SLA-style kit was designed to achieve correct geometry at a range of ride heights, but particularly at the lowest ride height possible with OEM floorpans. It creates consistent, predictable handling that inspires confidence when driven hard. We like that mantra. We’re prepared to take the plunge, so Max Effort is mounted on a frame table at Kertz Fabrication, where it’s ready to receive the first off-the-shelf, serious competition-level road race suspension ever available for Mustangs and unibody Fords. PHR’s all about exploring the cutting edge of technology in hot rodding, but rarely are we able to be a part of the birth of something truly epic. This may be a game changer for touring and track cars. “This is some next-level stuff. Are you guys running the American Le Mans in this thing or something?” —Kertz Fab customer “…GM folks can simply bolt in an entirely different chassis with new geometry, doing the same on a Ford requires judicious slicing.” Does it look like more dissecting than you’re prepared to do with your Mustang or Ford? As we went to print, CorteX informed us that a bolt-in version of the kit with nearly identical geometry to the competition system and the same control arms is currently in development. No cut towers, minimal mods, and it’ll handle nearly as well in most situations as the competition system. You lose a little rigidity versus welding, but it sounds perfect for street machines, Pro Tourers, and weekend warriors. The ’64-66 Mustangs are up first, with other years in the works.  We’ll spare you the boring...  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...  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...  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...  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...  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...  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...  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...  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 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...  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...  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...  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:...  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...  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.  We’re using Konis complementary...  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 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...  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...  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...  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...  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...  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...  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...  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.
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