1966 Ford Mustang Gets Rear Suspension- Different Four-Link Rear Suspensions- Popular Hot Rodding Magazine

Four-Link Ford Fix
Total Control Products offers two different four-link rear suspensions for early Mustangs, the g-Bar and g-Link; both systems convert the leaf-spring setup in '64-70 Mustangs (and '67-70 Mercury Cougars) to a triangulated (or canted) four-link. Both systems use a bolt-in cradle to simplify installation and guarantee proper geometry, however, the difference in nomenclature is due to the g-Link's re-buildable pivot-ball bearing housings (similar in concept to a Heim joint) for its control arm joints, while the g-Bar employs a street-friendly poly bushing. The one thing that's important to remember is that the leaf spring is completely eliminated in both. This does several good things, like decouple the suspension travel from the pinion angle, and eliminate axle wrap and wheel hop associated with leaf springs. Moreover, spring rate and ride height are fully adjustable (up to 4.5 inches of adjustability), and a wide choice of coilovers are available, from single-adjustable VariShocks, to double-adjustables, and even Ride Tech's ShockWave air spring/shock combos.

Within the g-Link rear suspension family, there are additional options, such as an upgrade to billet lower control arms. Customers can choose to use their own rearend housing (either 8- or 9-inch, so long as the axle tubes are a minimum of 213/16-inch diameter), or use one of Alston's bomb-proof Fab9 housings, as we're doing here with the Street Fighter Mustang. Customers electing to use their own 8-inch housing can purchase Alston's upper control arm weld fixture, which precisely places the upper control arm mount so that it may be welded correctly. (A big plus in our book since we've had to do the exact same operation without such a fixture when we converted to a four-link on our '76 Camaro project car.) We'll also mention parenthetically that the stock 8-inch rear is super safe to about 350 hp when the stronger '67-up carrier assembly is used.

One other nice Total Control touch is the flexibility of shock mounting geometry the g-Bar and g-Link provide. This allows the user to tune the leverage ratio on the coilover for a maximum range of handling characteristics. Those opting for coilovers also have a large selection of spring rates to choose from, ranging from 110 lb/in of rate, up to 300 lb/in, with eight choices in all. One trick option you'll want to look hard at is the spring seat thrust bearing, which seats the bottom of the coil spring in a sealed Torrington bearing. This makes changing the ride height an effortless affair, as there's almost no turning resistance once the spring seat is unlocked.

So what's all this gonna cost you? We shelled out $2,918 for the max-effort combo, but you can get into a basic g-Bar system, using your own rearend, and equipping it with single-adjustable VariShock coilovers, for about $1,739. If you've got a serious street Mustang or Cougar project going together, you may already familiar with Total Control's constellation of front suspension parts. The g-Bar and g-Link are a great complement to these pieces, and as a whole, bring Ford's 40-year-old econocar suspension into the 21st century, and then some.--Johnny Hunkins