1993 Cobra Mustang Rear Suspension - All Torqued Up - Tech

Though the late model F-body guys were lucky to have a torque arm/Panhard bar setup from the factory, their stamped steel piece wasn't nearly as beefy or good looking as the Maximum Motorsports unit is.

Maximum Motorsports points out that not all exhaust systems will work and you may need to make some modifications. Project Stolen Goods uses a complete Dynomax exhaust system, and we had no interference issues. The guys at MM have a good idea what fits and what doesn't, so give them a call. We think its time we painted the subframe connectors already.

There seems to be a lot going on under the car these days, but that's the difference in going the extra mile to make sure things work properly and aren't compromised like with the bargain factory arrangement.

Most people are concerned with ground clearance when it comes to torque arms. As you can see here, the mufflers, control arms, and sway bar all rest as low or lower than the torque arm. Having put about a thousand miles on the car since the install, we can tell you ground clearance has never been an issue.

One of the benefits of the torque is reduced brake dive. We noticed a huge difference in this, as you can see in this photo. The majority of the rear wheelwell gap has more to do with the way we had the spring height set than it does with brake dive. Less brake dive also means you can use more rear brake bias, and any time you can use more of your brakes and traction, the better off you'll be.

We've certainly noticed that the axle rotates side to side more freely, even after adding the stiffer springs. Where we thought we had plenty of clearance between the tire and the inner fender, we noticed that the increased body roll closed the gap and forced contact between the two, resulting in a bit of smoke in the turns. While you can bump up the spring rate to compensate, we were perfectly happy with the ride quality and handling, and are looking into a better fitting rear wheel/tire setup.