Best Auto Repair in National City, CA

There are several situations where vacuum-assisted power brakes may cause a problem that can be solved by converting to manual brakes. Mustangs with low vacuum due to a big camshaft may lose power assist at the worst possible time, greatly lengthening the stopping distance. Some engine conversions, such as a 4.6L swap, may not allow enough room for the vacuum booster. Pedal feel when road racing or open-tracking may be very inconsistent due to the vacuum level fluctuating from extended periods of wide-open throttle. Brake modulation and control can be improved by converting to manual brakes. Turbocharged and supercharged engines may not have enough vacuum available for consistent braking with vacuum-assisted brakes. In all of those situations, converting to manual brakes may be the best solution.

While it takes a bit of time, it is within the skill set of most Mustang DIY's. We include illustrated instructions: MMBAK-10, and MMBAK-13 For easier installation, we also offer installation kits of prebent hardlines to connect the most popular Mustang master cylinders to your Mustang. New hardlines for the master cylinder are required because a manual brake conversion relocates the master cylinder about 6.5" closer to the firewall, beyond the reach of the stock power brake hardlines.

All 1979-2004 solid-axle equipped Mustangs have the same 4-link rear suspension first designed for the 1978 Ford Fairmont. It has significant limitations in performance applications. The Mustang's rear suspension design forces the upper control arms to perform two jobs at once. They control the side-to-side position of the axle housing, while also preventing axle-housing rotation during acceleration and braking. The Mustang upper control arm design fails to perform either job well. This design causes binding of the rear suspension that not only leads to poor handling and traction problems, but also damages the upper control arm mounts on the chassis.

The complete MM torque-arm Suspension System replaces the troublesome upper control arms with the MM torque-arm and panhard bar. This separates the two functions once performed by the upper arms. The Torque Arm controls axle housing rotation during acceleration and braking, and the panhard bar controls the side-to-side position of the axle housing. With each part dedicated to a specific job, each can perform its function without compromise, greatly improving the performance of your Mustang. The MM torque-arm plants the rear tires much better during acceleration than the stock four-link design, and the panhard bar locates the axle much more precisely. Your Mustang's overall performance will be greatly improved, with much better acceleration out of corners, along with improved handling, stability, better straight-line launching ability, and increased predictability.

Yes, but only the rear springs... To take full advantage of the improved rear grip provided by the MM torque-arm Suspension System, the rear spring rate should be increased from what is typical with a 4-link suspension. This will help optimize the handling balance so your Mustang will have the best performance possible. There is no need to change your front springs solely because of a torque-arm installation.MM designed stock-location rear springs specifically for use with a torque-arm. The table below matches the appropriate rear spring for use with a torque-arm to various front springs. Front Spring Rate (lb/in) Use This Rear Spring 490-575 H&R 51650 or 51651 575-800 H&R 51650.99 800-900 MM 42TA5 900+ MM 43TA7 Coil-over 175-250 H&R 51650.99 or MM 42TA5 Coil-over 250-325 43TA7 Coil-over 350 & up Requires coil-overs