Maximum Motorsport Fox-Body Launch Box Install - Ready For Launch

Once the new subframe connectors were welded in, we moved the car from the four-post lift to the two-post lift for the rest of the installation.

We started by hoisting the torque arm into position.

It attaches to the rear end with four U-bolts that wrap around the axle housing. With the arm in place, we began to measure for the torque-arm crossmember.

The torque arm attaches to the crossmember with two polyurethane bushings and a 1/2-inch spacer on a 5/8-inch bolt that threads into the front of the torque arm and is torqued to 220 lb-ft.

This bushing (arrow) is then lubricated with water-resistant silicone grease and slid into the crossmember.

With the rearend lifted close to ride height, and the front of the torque arm jacked up, the crossmember was positioned between the new subframe connectors. Maximum Motorsports supplies tabs, which need to be welded to the frame connectors.

Using the transmission crossmember mount as a reference point, we measured to ensure the torque-arm crossmember was square before welding the tabs with our Lincoln welder.

The tabs were then clamped to the subframe connectors...

...so that they don't move while being welded.

The next step is the adjustable lower control arms. The spring perches can be raised or lowered with a 1/2-inch ratchet. This allows you to adjust ride height and fine-tune the suspension so the car launches straight at the strip.

With plenty of silicone grease, the polyurethane bushings slide over the aluminum bushings on the lower control arms.

A generous amount of silicone grease is applied to the outside of the bushings...

... before sliding it into the torque box.

With the rear held securely in place by the torque arm and lower control arms, the Panhard bar is the next piece to be installed.

The next piece to be installed is the driver-side Panhard bar mount, which mounts over the control arm mounting bracket on the rearend. The Panhard bar mount also serves as the mounting bracket for the driver-side shock.

With the help of Associate Editor Marc Christ, the Parnhard chassis mount was raised over the rear framerails and held in place with C-clamps.

Measurements are needed to ensure the chassis mount and Panhard bar mount are properly aligned. For proper alignment, both mounting points need to be within 1/4-inch of each other. We hung a string and plumb bob off the rearend housing to get our measurements.

Once the chassis mount has been held in place and the measurements have been checked, we used a center punch to mark the frame for the holes that need to be drilled. Two holes get drilled in each framerail. Once the 5/8-inch holes are drilled, a plate and two sleeves slide into the holes. These prevent the framerails from compressing when the chassis mount bolts are tightened.

After measuring the depth of each hole, the sleeves were cut to length. Once the sleeve is slid into the holes, the other side of the framerail and mounting bracket is drilled for the bolts to slide through.

Next on the list was Maximum's three-piece rear sway bar. The bar measures 1-inch in diameter, and has 0.120-inch-thick tubing and splined ends that the billet arms slide onto.

The bar mounts to the rear end with two brackets and U-bolts that hold it to the axle tubes, and to the frame with a second set of brackets. Solid end links with spherical rod ends attach the sway bar to the brackets mounted on the frame.

With all of the suspension components installed, the shocks and springs are the last pieces to go in. Maximum sent us a set of H&R progressive-rate springs. These simply sit on the adjustable jacking plates on the new control arms and sit in the stock upper spring mounts.

Single-adjustable Tokico D-spec shocks will control how quickly the weight moves on the street and track.