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Ideally, you run a Watts link or a PHB with either a 3-link rear suspension (like the current Mustangs) or with a torque arm suspension (like the 3rd/4th Gen F-bodies). Adapting either a 3-link or a torque arm to an A/G-body is strictly a custom fabrication effort as far as I know. While you...

As you have discovered, greasing poly is at best a temporary "fix". You'd have much better luck making sure that the poly pucks are a tiny bit shorter than the inner sleeves that go through them. Tiny, as in no more than 1/32" and preferably less. Norm

Since you mentioned street use, I'd recommend the polyurethane. Unless something in the frame or body sheetmetal is cracked or broken, there will not be enough movement at the body bushings to make them squeak. Appearance of body bushings is kind of a non-issue, since you can't see them unless...

But Delrin anywhere in the rear, where you need multi-axis motion everywhere, is even worse than poly. For 95% street driving I'd strongly consider arms with Roto-joints, Johnny-joints, or other spherical joint in one end. For LCAs, if you get the ones with provision for the OE rear sta-bar...

Fox-body springs? The springs don't particularly care what car they're on, as long as the ends will work with the spring seat style(s) and the spring has the desired rate and loaded height. I'd at least run the numbers. No, I haven't and don't know of anybody who has done this. Norm

Taking that one more step, going back to U = 1/2Kx^2, the spring displacement x is reduced in the same ratio that K increases. But displacement 'x' is squared, so it hits you twice. For a 10% increase in spring rate, about 9.1% less energy is stored: U = 0.5 * (1.1K) * (x/1.1)^2 = 0.5Kx^2/1.1...

If you can identify either what "feels better" about it, what it'll let you do now that you maybe couldn't do before, or what it won't do that it threatened to do, that'd be a start. Things like spring rates and alignment settings would also help. Norm

I think so (and I was even able to find where I'd posted most of it here before). There's a little more discussion in this thread. Norm

If you're talking about a Panhard bar - which attaches to the axle at one end and to the frame at the other - that's a whole other thing entirely. For really serious cornering, you would only use that with a 3-link, torque arm, or possibly truckarm suspensions. GNX/Kirban traction arm...

I don't think I'd "borrow" any other ideas off any cars set up like that. Certainly not without outside review and comment. Norm

Fairly precisely, the "roll center" is the height above the ground at which a lateral force does not cause any roll. It is not necessarily some point that the body actually rotates about (and generally is NOT such a point, though it can be close). Part of what it can do is limit the amount of...

Briefly, because I'm on some hotel computer. This depends on what else you do or don't do. Parallel to the ground works better with 3-link and torque arm suspensions where the single upper or TA is not part of the axle steer geometry. If you retain the triangulated/converging OE 4-link, then...

There might be a list of chassis books floating around here somewhere. I've get a fairly good list, just not on this computer. the Millikens' "Race Car Vehicle Dynamics" is one comprehensive (if somewhat pricey) source. Herb Adams' book has the "anti-squat" sketch but you might have to develop...

I doubt that you want to make the uppers closer to horizontal. Those numbers suggest that you have about 87% anti-squat, so your rear end shouldn't be dropping a whole lot on launch. 9.88 x 108.1 ÷ 55.71 puts the force line at 19.15" above the ground at the front axle line. That's 87% of your...

Weight saved would be about the weight of the pump plus most of the PS fluid plus the hoses plus any differences in the drive belt arrangement. At the same overall ratio and alignment settings, I'd expect a recirculating ball unit to steer a little easier than a R&P. Rolling friction in a...

Assuming that the shell is still a press fit into the LCAs and that the spherical joint is positively located by the sleeves, the LCAs shouldn't be able to move laterally at all, and the lowers play only a minor part in axle lateral location anyway. Obviously if you no longer had a press fit...

I'd expect to spend some time getting the bumpsteer corrected, and that doing so could involve rack height, bumpsteer "kits" at the steering arms, different caster settings, or any combination. The reason for this is that I doubt that any commonly available rack has inner tierod pivots as...

Shocks won't affect the ride height unless you replace non-gas pressure shocks with gas pressure shocks (raises it a little) or vice versa (drops a tad). Order of magnitude, Fox Mustang rear springs should be somewhere between 50% and 100% stiffer than G-body rear springs. In the Fox chassis...

In the bottom picture, am I looking a a standard lower ball joint or a "tall" one? Reason I ask is that tall ball joints in either the upper or lower position will raise the front roll center, which would tend to dial out some transient "looseness". Out of curiosity, what size were the 17"...

Should be OK, but out of curiosity do you know how the weight is distributed front vs rear? MCSS bars should be acceptable for street use and at least reasonable for somewhat harder driving for vehicles having anywhere between 52% and 60% front weight if you're willing to work with different...