Rear Anti-Roll Bar Installation - Rock, But Don't Roll

Prior to installation, Wild Rides cleaned the area on the inner framerails where the end plates will be welded. The end plates contain bushings that allow the bar to turn.

The Autofab/Strange 9-inch rear is lifted into place and connected to the control arms. With the Strange Pro Race brakes attached, the 9-inch is almost 20 pounds lighter than the 8.8!

The antiroll bar is lifted into place and set between the rails.

Gene Giroud of Wild Rides aligned the bar and tack-welded it in place. Before per-manently welding it to the car, he checks the alignment one final time.

After checking the alignment once more, the ends are welded to the chassis rails.

Once the area cooled down, we applied a coat of paint to prevent rust.

The end links are bolted to the bar using the supplied spherical rod ends.

Giroud levels the rear housing and squares up the end links so they can be welded to the housing.

The end links are welded to the housing. When we get to the track, we'll add some preload to the right side of the bar. Lengthening the right-side end link will counteract the roll rotation on launch and keep the car leaving straight.

Wild Rides' Anti-Roll Bar kit fit nicely in Project Stocker.

We'll be matching the antiroll bar with these new double-adjustable shocks from VariShock. Springs are standard for a '95 Mustang GT.

VariShock dampers feature separate adjusters for jounce and rebound. The knobs sit at the bottom and are clearly labeled. We'll have a more in-depth report on them once we get to the track. VariShock will soon introduce double-adjustable front struts for late-model Stangs.

The entire package is ready to rock.

Wild Rides did some additional work including fabricating these weight bars. We now have four weight bars along with provisions to install a series of small 5-pound lead pucks. This allows us to move weight from side to side and front to back.

After the work was complete, Wild Rides "scaled" our Mustang using corner scales. In race trim, we ended up with 50.7 percent of the total weight on the front and 49.3 percent on the rear tires. According to Giroud, that is excellent weight bias for a production-type car.