When Ford was conceiving its original sporty Mustang 50 years ago, which was based on the Falcon and Comet, it certainly didn’t have handling in mind. Oh sure, the Mustang was sporty with its bucket seats and floor shift, but the Mustang’s platform was based purely on suspension basics and remaining economical for buyers, which is why Ford could sell it for less than $2,500 base sticker with a six and a stick.
Carroll Shelby and his team of racing professionals can be credited for what they did with the Mustang’s bread-and-butter suspension and pedal-car handling, plus knowing what to do with it when it was time to go racing. Thing is, even with Shelby’s suspension modifications, the Mustang’s factory DNA was lame at best by today’s standards.
The performance aftermarket offers more classic Mustang suspension systems than it ever has in its history. You can hop-up the existing suspension system with fully articulating control arms, coil-over shocks and telephone pole-sized sway bars. And you can even add rack-and-pinion steering. Or, you can throw out the existing Falcon-based system and go with Heidt’s PRO G front suspension system, including power rack-and-pinion steering, for 1965-70 Mustang and 1960-65 Falcon and Comet.
The Heidt’s PRO G front suspension system completely replaces Ford’s compact factory underpinnings with a state-of-the-art, fully adjustable coil-over system that brings the car into the twenty-first century in terms of handling. PRO G eliminates clunky handling and makes your vintage Ford feel like you’re driving on rails. It offers a vastly improved ride and crisp handling like you’ve never experienced in a vintage Ford.
If you want classic lines and the crisp handling of a late-model Mustang sports car, the Heidt’s PRO G is truly what you need. And if this isn’t the system for you for budgetary or personal reasons, Heidt’s has a host of other more conservative bolt-on systems that will get your Mustang road ready for less money.
1. These components are the working bones of the Heidt’s system for 1965-70 Mustangs. Of course, there’s a frame-rail-to-frame-rail weld-on subframe that gives a vintage Mustang platform solid integrity like never before. What you see here are tubular upper and lower control arms, spindles and adjustable coil-over shocks. These pieces can be painted or powder-coated depending upon your budget. Stang-Aholics says it has teamed with Heidt’s to bring classic Ford compact enthusiasts a front suspension system that gives these old Fords real sports car handling. Upper control arms have fully adjustable Heim joints, which enable easy front-end alignment and tuning. Coil-over shocks offer ride and handling adjustments that take the guesswork out of suspension tuning. The optional adjustable sway bar (not included in base PRO G kit) controls body roll, keeping your Mustang intimate with the road in the toughest of turns.2.These components are the working bones of the Heidt’s system for 1965-70 Mustangs. Of course, there’s a frame-rail-to-frame-rail weld-on subframe that gives a vintage Mustang platform solid integrity like never before. What you see here are tubular upper and lower control arms, spindles and adjustable coil-over shocks. These pieces can be painted or powder-coated depending upon your budget. Stang-Aholics says it has teamed with Heidt’s to bring classic Ford compact enthusiasts a front suspension system that gives these old Fords real sports car handling. Upper control arms have fully adjustable Heim joints, which enable easy front-end alignment and tuning. Coil-over shocks offer ride and handling adjustments that take the guesswork out of suspension tuning. The optional adjustable sway bar (not included in base PRO G kit) controls body roll, keeping your Mustang intimate with the road in the toughest of turns.3.PRO G installation begins with frame rail reinforcements. These are marked reinforcement plates that are clamped in a square and carefully measured per Heidt’s instructions and welded in place. These plates yield a solid frame rail that the Heidt’s subrame members can be welded to. Make no mistake, the Heidt’s PRO G front suspension system is major surgery, requiring complete removal of your Mustang’s shock towers and strut rod supports. Once these structural members are removed, installation begins with the plates, which make the Mustang’s sheet metal frame rails more like a subframe.4.With the reinforcement plates welded in place and ground smooth, Ron Peter of Stang-Aholics begins mock-up work with the Heidt’s PRO G front subframe. The PRO G subframe is a permanent weld-on piece that becomes an integral part of the body structure. The key to success is to establish datum marks once you’ve confirmed your Mustang’s unibody is perfectly square and true. A twisted and damaged body is not the place to install the PRO G subframe. If the body is out of factory specifications, it must be straightened by a professional with a frame table or another body must be found. The Heidt’s instructions are very specific and detailed, which allows you to correctly position and mock-up the subframe before clamping and welding.5.The base PRO G subframe is correctly positioned prior to welding. Before any of this can be done, the body must be seated on a perfectly level surface. The PRO G weld-on subframe has been mocked up and is secured at the frame rails. It’s perfectly plumb and ready for welding. Notice that Ron has already spot-welded a couple of locations, but he won’t lay down a solid bead until everything is positioned and verified. Keep in mind that when you weld, heat distorts the metal and dimensions change. This is why you pinpoint spot weld first and allow steel to cool.
6.Subframe mock-up has been accomplished, allowing Ron to weld a solid bead along all seams. The thing is, you don’t want the steel to distort, which calls for welding 1-2 inches at a time and allowing everything to cool before continuing. Here, the main subframe is welded in segments and allowed to cool. Everything is plumb and true which means component installation will be straightforward.7.The upper shock mount is positioned and secured for welding. It’s a good idea to perform a mock-up here prior to welding. Temporarily install the coil-over shock and lower control arm and position the mount. Then, weld the mount in 1-2-inch beads and allow to cool.8.The upper shock mount is positioned and secured for welding. It’s a good idea to perform a mock-up here prior to welding. Temporarily install the coil-over shock and lower control arm and position the mount. Then, weld the mount in 1-2-inch beads and allow to cool.9.The secondary subframe is positioned and bolted to the main subframe as shown. Contact surfaces are perfectly mated and dimensions checked per the Heidt’s instruction sheet, then bolts are tightened. This gets the front subframe package square and true with the Mustang’s frame rails. Again, check your dimensions before finishing welding.10.The secondary subframe is positioned and bolted to the main subframe as shown. Contact surfaces are perfectly mated and dimensions checked per the Heidt’s instruction sheet, then bolts are tightened. This gets the front subframe package square and true with the Mustang’s frame rails. Again, check your dimensions before finishing welding.11. The secondary subframe is positioned and bolted to the main subframe as shown. Contact surfaces are perfectly mated and dimensions checked per the Heidt’s instruction sheet, then bolts are tightened. This gets the front subframe package square and true with the Mustang’s frame rails. Again, check your dimensions before finishing welding.12.Heidt’s PRO G lower control arms are coated with the urethane lube provided, and bolts are installed and snugged. Do not tighten these bolts until all suspension components have been installed because you want everything in its place before you begin tightening fasteners. Always double and triple check fasteners for tightness and secure with cotter pins before putting the vehicle back on the ground. This is not an issue to take lightly because you don’t want to be caught without steering and suspension.13.Heidt’s PRO G lower control arms are coated with the urethane lube provided, and bolts are installed and snugged. Do not tighten these bolts until all suspension components have been installed because you want everything in its place before you begin tightening fasteners. Always double and triple check fasteners for tightness and secure with cotter pins before putting the vehicle back on the ground. This is not an issue to take lightly because you don’t want to be caught without steering and suspension.14.The PRO G coil-over shocks are installed next. Heidt’s adjustable coil-overs are available in plain or polished, with chromed coil springs. Ride height is adjustable via spring adjustment, and ride quality and dampening are adjustable through two valves and 10-position adjustments so you can fine-tune suspension function. These shocks are 12 ¾ inches extended and 9 ½ inches compressed. They’re easy to install and service.15.Upper control arms employ beveled spacers that go between the Heim joints and subframe. These long bolts serve as the pivot point for upper control arms. What makes PRO G an awesome setup is the fully articulating Heim joints that allow firmness and flexibility at the same time in the PRO G’s upper control arms. Heim joints also allow a full range of camber and caster adjustment.16. Upper control arms employ beveled spacers that go between the Heim joints and subframe. These long bolts serve as the pivot point for upper control arms. What makes PRO G an awesome setup is the fully articulating Heim joints that allow firmness and flexibility at the same time in the PRO G’s upper control arms. Heim joints also allow a full range of camber and caster adjustment.17. PRO G upper and lower control arms as installed on the Stang-Aholics Mustang fastback resto-mod. As you can see, lower arms are fixed position with rock solid urethane bushings that will maintain position with great consistency. Upper arms sporting Heim joints are not only adjustable and fully articulating, they will maintain alignment settings because it’s virtually impossible to knock them out of adjustment.18.Heidt’s 2-inch dropped spindles are set up for the PRO G’s Wilwood disc brakes. This gets your Mustang more intimate with the pavement in road-hugging coolness because down low is where it’s at if you want real handling and good looks. With the Heidt’s lower ride height comes a more useful center of gravity detrimental only to ant mounds because we’re talking low down.19.Ron preps and installs our optional race-bred Wilwood disc brakes, which have conventional spindles and wheel bearings. Bearings have been washed in a petroleum-based solvent and packed with high-temperature wheel bearing grease. Ron ascertains proper seating of inner and outer bearings and lubricates the axle seal. Surfaces between bearings and spindle must be dry for bearing security. The bearing’s inner race should be secure at the axle spindle; it shouldn’t turn. Wilwood disc brakes are easy to service; pad replacement involves this cotter pin, which makes it easy to remove worn pads and install new in a matter of minutes.20.Ron preps and installs our optional race-bred Wilwood disc brakes, which have conventional spindles and wheel bearings. Bearings have been washed in a petroleum-based solvent and packed with high-temperature wheel bearing grease. Ron ascertains proper seating of inner and outer bearings and lubricates the axle seal. Surfaces between bearings and spindle must be dry for bearing security. The bearing’s inner race should be secure at the axle spindle; it shouldn’t turn. Wilwood disc brakes are easy to service; pad replacement involves this cotter pin, which makes it easy to remove worn pads and install new in a matter of minutes.21. When you remove a classic Mustang’s shock towers, it leaves a big gaping hole between fender aprons. Heidt’s has you covered there with its own fender panels for classic Mustangs that weld or bolt in. If you weld them in and grind the surfaces smooth, no one knows they’re there but you.22.Power rack-and-pinion steering is next to complete the crisp handling picture we get from the Heidt’s PRO G system. Rack installation is the easiest part of dovetailing PRO G into your Mustang’s handling program. Ron positions and secures the rack using the U-bolts provided in the Heidt’s kit. Then, the rack is turned lock to lock to establish center and the tie rod ends are installed.23.Power rack-and-pinion steering is next to complete the crisp handling picture we get from the Heidt’s PRO G system. Rack installation is the easiest part of dovetailing PRO G into your Mustang’s handling program. Ron positions and secures the rack using the U-bolts provided in the Heidt’s kit. Then, the rack is turned lock to lock to establish center and the tie rod ends are installed.24. Heidt’s tie rod ends are properly centered and secured. The castle nut must be tightened and a cotter pin added. The tie rod is adjusted in or out to get correct toe. Then you’re set in terms of alignment.25.The Heidt’s PRO G sway bar is an easy bolt-on once you have the rest of the system installed. This telephone pole-sized sway bar will virtually eliminate body roll. What’s more, you can adjust roll limits via adjustable Heim joints at each end. Adjustment takes just minutes, and you can fine-tune for just about any track or road course.26.The Heidt’s PRO G sway bar is an easy bolt-on once you have the rest of the system installed. This telephone pole-sized sway bar will virtually eliminate body roll. What’s more, you can adjust roll limits via adjustable Heim joints at each end. Adjustment takes just minutes, and you can fine-tune for just about any track or road course.27.PRO G enables you to install virtually any type of engine in your Mustang, ranging from an in-line six to the aggressive high-tech Ford 5L Coyote V-8. All you have to do is mock-up, set-up and weld these engine mount brackets in place. This mount is for a small-block Ford V-8.28. Here’s the complete Heidt’s PRO G system installed on a Stang-Aholics classic Mustang test mule. Ron tells us it’s a night and day difference from the Falcon-based system the car once had, and it doesn’t come cheap at $4,500-5,000.29.Here’s the complete Heidt’s PRO G system installed on a Stang-Aholics classic Mustang test mule. Ron tells us it’s a night and day difference from the Falcon-based system the car once had, and it doesn’t come cheap at $4,500-5,000.
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