Mustang II and Independent Front Suspension Types | Best Aftermarket IFS Kits Compared

• Spindle/Steering Knuckle: The spindle in an IFS system is like what you’d find in a straight axle front suspension and performs the same task of mounting the brakes and aiding in steering via the steering linkage. However, instead of kingpins, they use more traditional tapered ball joint connections to the upper and lower control arms versus the end of the solid axle.

• Control Arms: While a straight axle will use hairpins, I-beams, or a four-link setup to allow the axle to move up and down, IFS uses control arms (upper and lower is the most common setup) bolted to the vehicle’s frame that allow independent movement of the spindle and wheel on each side of the vehicle. The control arms feature ball joints, which allow the spindle to pivot left and right for steering.

• Springs and Shocks: Though you’ll find a single leaf spring on a traditional straight axle front suspension, on your typical IFS setup you will have a coil spring and shock/damper on each side to allow independent control over rough surfaces. The coil springs perform the same job as the traditional single leaf in supporting the vehicle’s weight, while the shocks control or dampen the springs movements over road surfaces. Some aftermarket IFS solutions combine the spring and shock into a single coilover shock assembly, and you’ll also find modern IFS offerings that use a strut, with or without an integral coil spring.

Is IFS suspension good? IFS suspensions are worlds better than original straight axle setups, not only for the better handling and ride quality, but modern IFS is packaged with rack-and-pinion steering, disc brakes, and more, making the upgrade a multi-point update to the front of your ride. While there are several types of independent front suspension, the Mustang 2 front suspension is arguably the most popular. The ability to adjust independent front suspension geometry via camber, caster, toe adjustments are worlds better with a Mustang II IFS as well.

Today, converting to IFS from a straight axle setup, or updating an early independent front suspension design with something more performance oriented allows greater suspension tuning via spring rates, adjustable shocks, sway bars, and more. Plus, these modern front suspension parts provide maximum clearance for modern V8 engine swaps such as the GM LS, Ford’s Coyote and Godzilla, and the Gen III Hemi from Dodge.

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 front suspension track width an additional 1.25-inches by using our 5/8-inch narrower upper and lower tubular control arms. These narrow arms also help with tucking the front tires in for additional fender clearance on some hot rods as well.

If your hot rod or classic truck is running an older Mustang II suspension you don’t have to cut the complete crossmember out to be able to run more modern Mustang II suspension components. Simply upgrade your bolt on bits like tubular control arms, coilover shocks, and disc brake kits to bring that older project up to today’s standards. We offer coilovers that work with OE style coil spring pockets for a bolt-in no fuss conversion. If you’re looking to go low with air ride, we have complete Mustang II frontend kits as well as air spring conversion kits for use with your existing Mustang 2 suspension kit.

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 front suspension has one of the most prolific lineups of disc brake upgrades available.

If you compare the above Mustang II IFS diagram to the earlier standard IFS diagram you can readily see the differences between the two, including control arm design, steering rack/linkage, and the availability of coilover shocks versus separate coil springs and shock absorbers. Below are additional details on these differences that explain why the Mustang II IFS is preferred by enthusiasts.

• Control Arms: Unlike traditional IFS systems, the modern aftermarket Mustang II IFS can be sourced with stronger and more compact tubular steel control arms. These arms eliminate the inherent flexing found in stamped arms and take up less space. Plus, they have a more esthetic look to them, which is important for fenderless hot rods and other cars.

• Steering Rack/Linkage: The Mustang II IFS is what is referred to as a “front steer” setup, as the steering rack is in front of the spindle centerline. The rack-and-pinion unit is a compact bolt on steering solution with internal inner tie rods and screw on outer tie-rod ends. Most traditional IFS setups are “rear steer” and use a pitman arm/center link/idler arm combination with inner and outer tie-rod ends and adjuster sleeves, all of which often create interference with engine swaps, oil pans, and exhaust header upgrades.

• Springs and Shocks: While you can use a traditional coil spring and gas shock absorber with a Mustang II IFS, most aftermarket solutions favor the use of a coilover shock, where the spring is mounted to the shock body and provides adjustability for ride height. Many of these coilover shock options also include adjustability of the shock itself for rebound and compression, providing further suspension tuning for the owner.

Mustang II IFS installations are great for hot rods and muscle cars where an updated IFS (or upgrade from straight axle front ends) is required for an engine swap. You benefit from the additional engine bay space and gain a better suspension, steering, and brakes all in one packaged upgrade. Your Mustang II IFS can be a basic kit with traditional stamped control arms and OEM-style springs and shocks to keep costs down, or you can tick all the right boxes for tubular steel arms, coilovers (or even air ride suspension) and reap all the benefits. The same can be said for upgrading the disc brakes as well from say the stock 9-inch or standard 11-inch disc brakes to something like 13-inch Wilwoods for your IFS front suspension.

G-Comp Suspension Kits

When you look at the cost of a max-effort Mustang 2 suspension kit though, you may want to consider our line of G-Comp suspension systems when you’re ready for the best IFS with racecar level handling with top level adjustable suspension ability. The G-Comp IFS systems are 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 for pro touring muscle cars. 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 G-Comp X 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 G-Comp X 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 G-Comp X for use in applications we do not have a bolt-in solution for. These range in widths from 54 to 62 inches to fit just about anything on the road. 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.

Like any part of your build, approaching your options with a good—better—best mentality (and a solid eye on your budget) will help you to determine the best path for your upgrade. While using old frontends is certainly an option, the source material has all but dried up, leaving you with either a Mustang 2 front suspension kit or more hardcore race-inspired IFS suspensions as a solution. Both will treat you well when properly installed, but which one to use will ultimately be determined by what you’re willing to spend and the desired use of your finished ride.