![team z fox body tubular front end team z fox body tubular front end](https://www.dragzine.com/image/2015/02/side-141.jpg)
The main rails extend nearly to the back of the front bumper so there is plenty of mounting capabilities all the way. This is a hold and weld kit which comes notched and pre-fit.
![team z fox body tubular front end team z fox body tubular front end](https://cfc7329ad537523a5de1-b21544d490ba797ec9de9d17e947de3d.ssl.cf1.rackcdn.com/km731-1979-1995-mustang-ohv-en_4a8cd46f.jpg)
Rugged construction comprised of 1 5/8 x 0.083 Chromoly tubing for the main framing. Introducing the Foxbody Tubular Front End kit. Need room under your hood for custom turbo setups and other crowding accessories? RSM has the simple solution.Given the popularity of superchargers and turbos, getting weight off the front end, and having the variety of spring rates available, means switching to coilovers can help your car hook when setup properly. The ultimate deciding factor for converting to coilover struts is your combination. If the Stang features a naturally aspirated, small cubic-inch engine, and the car must roll on tiny, drag radials, it's likely the front end will need to come up quickly in order to plant the drive tires. Another instance where coilover springs hurt is in a dedicated drag race vehicle that runs a street-legal drag racing class. That, in turn, hurt its ability to get the front end hiked up when the car left the starting line. The car was extremely nose heavy and we ran a set of heavy front coilover springs to keep the front from sagging. This problem reared its ugly head with our Project Frightning, which had a Lightning supercharged engine in a lightweight coupe. The reason is traditional springs are taller, and when compressed in the factory location offer more stored energy. Lower horsepower combinations, or ones with extremely heavy front ends, tend to work better with traditionally mounted springs. We must also note, not every combination works well with coilover springs. A light spring will also cause a rather soft ride that can result in too much oscillation on bumpy and curvy roads. However, a really light spring might not support the heavy front end of a street car.
![team z fox body tubular front end team z fox body tubular front end](https://b82e635d08be0f90b45e-351c199e7715b81c29f4d85fe0d625b5.ssl.cf1.rackcdn.com/lrs-tzm-fbs_7596.jpg)
You don't want a spring that is too heavy, otherwise weight transfer suffers and ride quality will be harsh. Spring rates are a touchy subject, depending on who you talk to. Granatelli sent us 300-pound springs because of the car's status as a street machine. The second was because we are going to be overhauling the backside and felt it would be better to adjust the front and rear ride height at the same time. One, was to let the springs settle for a day or two. We kept the ride height near stock for two reasons. Running it that low usually isn't the best method, as weight transfer suffers, as well as ride quality. All too often, people want to crank the coilovers down so much that the front end is on the ground. Granatelli includes two spanner wrenches to crank the collar up and down. The other is to get a better front spring to help transfer upon launch.
![team z fox body tubular front end team z fox body tubular front end](https://i.ytimg.com/vi/MR3U4pkvtP8/maxresdefault.jpg)
The first noticeable advantage was the ability to adjust ride height. The unit is boxed in several critical locations, and the tubing employed is heavy-duty.Īdding coilover struts to your Mustang has a variety of benefits. We feel confident in removing the crossbrace because the overall design and construction of the Granatelli K-member is great. It also reduced weight by another two pounds. Luckily, the support is bolted on and easily removed. Those who have owned a Fox-body Stang with an AOD know what a complete hassle full-length headers can be. Unfortunately, it interfered with our long-tube headers. It's there for extra support for the road-racing types. The Granatelli K-member also has a support bar that runs across the backside of the unit. Once off, the nuts and bolts cleaned up nicely and went right in. The Granatelli kit requires you to reuse your factory hardware, but considering the inactivity of our vehicle, it took some WD-40 and Justice Brothers rusty bolt spray to get things loosened up. The Granatelli tubular parts went on effortlessly, though perhaps the hardest part was getting the stock hardware off the factory A-arms.