RideTech Launches Latest TruTurn Front Suspension Kit for Early Mustangs
The folks at RideTech wanted to build an early Mustang project, so they designed a new suspension system for it in their TruTurn line. Check out the press release in the blog below for full details.
Since its introduction last summer, the TruTurn has been a blessing for muscle car owners looking to fix the obvious flaws of their OEM steering system. Ridetech customers have been able to improve their camber gain, eliminate bump steer, and fit larger wheels under their fenders with the help of the TruTurn system. Now, Ridetech is proud to announce that ’64-’66 Mustang owners will now have the same opportunity now that Ridetech offers a new TruTurn package engineered specifically for Mustang frontends.
What is it?
The TruTurn system is an upgraded steering system that includes the following:
1. Spindles–taller overall to improve the camber gain
2. Steering Arms–designed to correct bumpsteer AND allow clearance for up to a 8″ wide wheel with a 5.5″ backspacing.
3. Draglink bracket–bolts onto your oem draglink to relocate the inner tierod end to minimize bumpsteer
4. Tie Rod Assemblies–integrates with your new steering arms and centerlink to provide a true “no fab” bolt on steering system.
5. StrongArms–incorporates an adjustable spherical bearing for stability, and dropped cross shaft to improve bumpsteer
What will this system do?
The early Mustang frontends have very poor suspension geometry…the tires lean outward around turns, the bumpsteer is bad, and there is little room to run a wide wheel. The TruTurn system resolves ALL these issues… the tires now lean INTO the turn, the bumpsteer is 0.000″ through 5″ of suspension travel, and you now have clearance to run up to a 245mm Tire.
•0.00" of bumpsteer through 5" of suspension travel
•StrongArms incorporate an adjustable spherical bearing for stability and a dropped cross shaft to improve bumpsteer; StrongArms also improve caster and camber gain
•Where the factory strut rod uses a rubber bushing to attach to the car we use a bearing setup. The bearing setup gets ride of the compression that is experienced with hard braking and cornering.
•Includes spindles, steering arms, and geometry corrected steering linkage
•Compatible with OEM manual and power steering, AND with the Borgenson internal power steering conversion box
•Compatible with GM A body brake systems
•Allows the use of a 17×8 or 18×8 wheel with a 5.5 backspace and a 245mm wide tire
For pricing and additional details go online to www.ridetech.com
Frequently Asked Questions:
1.Do I have to modify my oem subframe?
No modifications are necessary at all.
2.Can I use my existing OEM or other aftermarket dropped spindles with this system?
No…the RideTech spindle is a critical part of the whole system. Using a different spindle will create highly unfavorable suspension geometry and would be incompatible with our steering arms.
3.What is “bumpsteer” and why should I be concerned about it?
Bumpsteer is a term that refers to the control arms and the steering linkage moving in different arcs as the suspension moves through its travel. When this happens the tierods will move the steering arms [and therefore the wheels] in directions that the driver does not intend. This leads to an “uneasy” feeling car. Some OEM cars [especially older musclecars] can have a lot of bumpsteer…as much as 1″! Imagine the toe setting on your car changing unpredictably as you go down the road! The Tru Turn system nearly eliminates this situation…the bumpsteer is 0″ over the entire 5″ of suspension travel. This leads to a very stable and comfortable feeling vehicle.
4.What is camber gain and why should I be concerned about it?
Camber gain refers to the rate of camber change the spindle will see through the range of suspension travel. With most OEM cars [especially older musclecars], the OEM suspension geometry will lean the compressed wheel OUT when turning. [Take a look at an early Mustang taking a hard turn] With the Tru Turn suspension the compressed wheel will lean INTO the turn, keeping the tire squarely on the ground thereby offering more lateral grip AND offering a more stable turning experience.