Independent Front Suspension System Upgrade Choices

But why the upgrade? It is simple really. Solid axles do not independently articulate each side’s wheel. Meaning any road irregularity distressing the left front wheel will also have an affect on the right front wheel. If the left front wheel hits a bump and moves the top of the wheel inward, it will also move the top of the right wheel outward (think of it is an arc motion with the right wheel the fixed point and the left wheel the arc). This leads to poor handling and a fair amount of bump steer that is not easily corrected. Additionally, packaging the transverse leaf spring, wishbones, and other components makes engine swaps difficult. Of course, early mechanical, and even later hydraulic drum brakes, combined with worn kingpins, sloppy steering, and the like, all add up to a bad day behind the wheel. A more modern IFS suspension solution allows independent suspension movement of each front wheel while adding better performing disc brakes, more precise steering effort, and room for engine swaps. This is what solid axle vs IFS conversations are all about.

Early independent suspension systems, even those into the 1960s and ’70s are ripe for upgrades as well due to their antiquated steering systems, drum brakes, and often their encroachment into the engine bay limiting popular modern V8 engine swaps. Ripping out these ancient IFS systems and adding a more modern alternative IFS suspension solution brings modern braking and steering components to the table (much easier to find and service) while making room for current V8 engine swap options like Ford’s DOHC “Coyote,” Dodge’s 3rd Gen Hemi, and of course the engine swap darling of them all, GM’s LS family of engines. There are multiple options to upgrade straight axles (or old and tired factory independent suspension), from budget setups built around used parts to high end adjustable track ready IFS solutions. We’ll touch on them below in our buyer’s guide but ultimately the decision is yours on what works best for you.

Another popular choice was the full frame swap. The ’81-’04 Chevy S10 pickup and Blazer SUV truck frame was a great choice for early ’50s Chevy trucks. Swapping the complete frame provided modern suspension underpinnings front and rear, better brakes, better steering, and more. Due to the different model configurations available you could source multiple wheelbases and track widths to fit your specific needs. You could go from a 100.5” Blazer 2-door to a 122.9” extended cab/short bed S10. Once you have confirmed wheelbase and track widths it was simply a matter of stripping the S10 or Blazer sheetmetal from the frame and transferring your classic pickup’s cab and box over with some custom fabricated frame mounts.

The most recent salvage find has been the “Panther” platform Ford Crown Victoria, Lincoln Town Car, and Mercury Grand Marquis models from 2003 to 2012. These full frame applications used a traditional steel ladder frame with a bolt in cast aluminum IFS cradle with rack-and-pinion steering. The Crown Vic front suspension lends itself to larger vehicle fitments. The Crown Vic front end swap has really grown in the last few years too. Some popular fitments, such as the ’66-’72 F100 Crown Vic swap, utilize the aluminum IFS suspension cradle with minor tweaks for a near bolt in swap. Others will grab the complete frame. Like the S10, the Panther frame is available in a couple of different wheelbase options (standard was 114.7” but taxi and Lincoln L models are 120.7”).

The issue with any of these solutions today is finding anything decent to use. While popular back in the day, just about any Camaro subframe or Nova subframe you’ll find sitting in the elements for the last 30 or 40 years is going to be completely shot. We’re talking stripping to the bare sub frame, having it blasted and painted, all new control arms, suspension bits, and more. The cost adds up fast. The same can be said for S10 frames and even the Panther platform frame. At the newest model year (2012) you’re still talking about something with 10 years of use, and exposure to the elements. Not to mention that the Crown Vic IFS swap’s width pretty much lends it to truck applications or big cars only. If you’re looking for a nice compact IFS for your ’32 Ford, you need to look elsewhere, and that elsewhere is going to be a new Mustang 2 front suspension kit, or custom track ready IFS solutions. So read on.

Combine these suspension offerings with a direct fit Mustang II crossmember for your application and you have a complete IFS suspension ready to install in your hot rod or classic truck. What if you’re building something, shall we say, unique? Then our universal Mustang II crossmembers, available in 56.5” track width and 60” track width, will get the job done for you.

All these options use all new suspension components, your choice of manual or power rack-and-pinion steering, and disc brakes. No old parts to sand blast, no broken bolts and rusted solid ball joints to deal with, just quality new parts ready for many years of service. Lastly, if you’re really working on a narrow chassis application you can narrow your Mustang 2 frontend track width an additional 1.25-inches by using our 5/8-inch narrower upper and lower tubular control arms.

Of course, our line of tubular upper and lower control arms for the Mustang II IFS is a great way to improve your vehicle’s frontend looks in the engine bay and increase the strength of your IFS setup. Lastly, if you’re looking to step it up in the braking department, the Mustang 2 frontend has one of the most prolific lineups of disc brake upgrades available.

Our line of G-Comp IFS systems is designed from the ground up with no compromises in suspension travel, braking ability, spring rate, ride height, and more. Each component is customizable for your exact needs. Pick the exact shock, spring, brake package, and more and our G-comp IFS systems bolt right on to many popular applications. Extensive real world testing has proven this IFS can take the abuse and is track ready for the weekend warrior or serious street car. Our Unser Edition G-Comp IFS systems take things a step further with full race ready specs for dedicated track car builds that see light street use, such as adjustable upper suspension mount, fabricated spindles, and increased bracing.

Speedway Motors’ G-Comp suspensions are currently available for ’67-’69/’70-’81 Camaro and ’62-’67/’68-’74 Chevy II/Nova in both standard and Unser Edition versions. These are complete bolt-in front subframes with race-spec IFS components ready for street and track use. Improved handling and control over a typical Mustang II front suspension with a lower center of gravity, power rack-and-pinion steering, and adjustable coilover shocks is what you can expect with the G-Comp IFS. We offer a universal G-Comp and universal Unser Edition G-Comp for use in applications we do not have a bolt-in solution for. Lastly, though we’re discussing IFS systems here, we did wish to note that we offer matching G-Comp rear suspensions as well in both truck arm and torque arm flavors. You can learn more about our full line of front and rear G-Comp suspension offerings in our Toolbox guide to G-Comp suspensions.