Steeda 5-link Suspension
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drives euro trash
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Steeda 5-link Suspension
Curious if anyone here knows anything about the Steeda 5-link suspension. Looks like a nice alternative to a torque arm setup, and it may work with my 7.5" rear. The only problem I see is that piece which bolts to the differential. I'm guessing this would have to be altered for a 7.5 rear. No one makes a torque arm for the 7.5 (that I have seen), and most 8.8 panhard kits fit the 7.5 rear. I think this would be a nice setup if I can get it to fit.
Any ideas/comments/experiences/feedback on this suspension?
Any ideas/comments/experiences/feedback on this suspension?
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Last edited by Alan; Mar 12, 2004 at 02:17 PM.
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drives euro trash
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Description from Steeda's website:
The Ultimate Rear Suspension For Your Mustang
Steeda's 5-Link supension system; the ultimate rear suspension for your Mustang.The 5-Link is the ultimate no-compromises racing suspension. It provides maximum traction and cornering ability yet is very stable and forgiving at the limit.
Click here to see the ADVANTAGES OVER A TORQUE ARM
The 5-Link corrects the factory suspension's inefficient lateral axle control, poor anti-squat geometry, rear-steer problems and excessive pinion angle changes caused by the short, angled upper control arms. The 5-Link's parallel 12" arms almost double the effective length of the 9" factory upper arms. The longer arms make the suspension more stable over bumps and through corners. Adjustable anti-squat (instant center) geometry lets you choose between 65% and 98% anti-squat for maximum traction and reduced brake dive.
The 5-Link's adjustable panhard bar (the lateral, or "Fifth" link) corrects the high 16" factory roll center height with a roll center height that's adjustable from 8 to 12 inches. The unique sliding mechanism allows infinite adjustment increments for easy fine tuning of roll center height and cornering grip. The panhard bar is made from 4130 chrome-moly alloy steel for high strength and minimum weight. The 41" long panhard bar (the longest available) gives minimal lateral displacement and maximum stability.
The 5-Link is SCCA American Sedan legal. No parts hang below the differential, avoiding the ground clearance problems found with torque arms. The 5-Link requires use of side-exit or turn-down exhaust system, check out Steeda's new side exit exhaust. Special high rate rear springs are recommended for road racing, and standard Steeda sport or competition front springs should be used as well. For drag racing the 5-Link can be used with stock or drag springs.
Recommended Items to accompany 5-Link Suspension system (Fits 79-2003 Mustangs):
rear springs
front springs
lower control arms
STEEDA 5-LINK REAR SUSPENSION DESIGN ADVANTAGES:
1. Optimal geometry for handling.
• adjustable antisquat geometry for tuning rear bite and brake dive. See Picture C
• Roll center height adjustable in infinite increments from 8" to 12" above the ground. See Picture B
2. Easy adjustment. Allows for quick adjustment of panhard rod height in small increments, to compensate for changing track conditions, etc. See Picture B
3. 12" long upper arms provide improved pinion and U-joint angle control, and more stable anti-squat/lift geometry throughout the suspension travel than the factory suspension. See Picture C
4. Very long panhard rod (41 inches) provides precise and effective lateral location of the axle with minimal lateral displacement
changes from suspension travel. See Picture A
5. Ground clearance and jack friendly installation with no components hanging below the axle. See Picture A
6. Easy to drive fast. Very controllable and forgiving at the limit.
7. Increased rear grip promotes even tire wear and tire temperatures front to rear.
8. Shorter Installation time, The 5-link is not integrated into the sub-frame connectors which more popular brand of torque-arms are integrated into these connectors adding installation time.
9. Easier Adjustment of pinion angle, The upper control arms in the 5-link are designed to easily set and adjust pinion angle. torque-arms present a challenge in setting the proper pinion angle which may require adjustable length lower control arms.
THE 5-LINK’S ADVANTAGES OVER A TORQUE ARM:
1. Better anti-squat geometry than a torque arm, less corner-exit understeer.
2. Torque arms have a short, fixed-length side-view swing-arm, making the car prone to wheel-hop during hard braking. In contrast, the 5-Link's upper and lower links work together to create an instant center geometry which moves in response to suspension loads. During acceleration the instant-center moves rearward to counter the effects of chassis squat. During braking, the instantcenter
moves forward in response to chassis lift, lengthening the side-view swing-arm to reduce the possibility of wheel hop that is likely to occur in a torque arm equipped Mustang.
3. Their torque arm with a panhard bar weighs 59 lbs. The 5-Link with a panhard bar is only 31.5 lbs.
4. Better ground clearance than a torque arm. No parts hang below the rear axle, so you can easily fit a jack under the differential.
5. No net weight gain when converting from a stock setup.
Steeda's 5-Link supension system; the ultimate rear suspension for your Mustang.The 5-Link is the ultimate no-compromises racing suspension. It provides maximum traction and cornering ability yet is very stable and forgiving at the limit.
Click here to see the ADVANTAGES OVER A TORQUE ARM
The 5-Link corrects the factory suspension's inefficient lateral axle control, poor anti-squat geometry, rear-steer problems and excessive pinion angle changes caused by the short, angled upper control arms. The 5-Link's parallel 12" arms almost double the effective length of the 9" factory upper arms. The longer arms make the suspension more stable over bumps and through corners. Adjustable anti-squat (instant center) geometry lets you choose between 65% and 98% anti-squat for maximum traction and reduced brake dive.
The 5-Link's adjustable panhard bar (the lateral, or "Fifth" link) corrects the high 16" factory roll center height with a roll center height that's adjustable from 8 to 12 inches. The unique sliding mechanism allows infinite adjustment increments for easy fine tuning of roll center height and cornering grip. The panhard bar is made from 4130 chrome-moly alloy steel for high strength and minimum weight. The 41" long panhard bar (the longest available) gives minimal lateral displacement and maximum stability.
The 5-Link is SCCA American Sedan legal. No parts hang below the differential, avoiding the ground clearance problems found with torque arms. The 5-Link requires use of side-exit or turn-down exhaust system, check out Steeda's new side exit exhaust. Special high rate rear springs are recommended for road racing, and standard Steeda sport or competition front springs should be used as well. For drag racing the 5-Link can be used with stock or drag springs.
Recommended Items to accompany 5-Link Suspension system (Fits 79-2003 Mustangs):
rear springs
front springs
lower control arms
STEEDA 5-LINK REAR SUSPENSION DESIGN ADVANTAGES:
1. Optimal geometry for handling.
• adjustable antisquat geometry for tuning rear bite and brake dive. See Picture C
• Roll center height adjustable in infinite increments from 8" to 12" above the ground. See Picture B
2. Easy adjustment. Allows for quick adjustment of panhard rod height in small increments, to compensate for changing track conditions, etc. See Picture B
3. 12" long upper arms provide improved pinion and U-joint angle control, and more stable anti-squat/lift geometry throughout the suspension travel than the factory suspension. See Picture C
4. Very long panhard rod (41 inches) provides precise and effective lateral location of the axle with minimal lateral displacement
changes from suspension travel. See Picture A
5. Ground clearance and jack friendly installation with no components hanging below the axle. See Picture A
6. Easy to drive fast. Very controllable and forgiving at the limit.
7. Increased rear grip promotes even tire wear and tire temperatures front to rear.
8. Shorter Installation time, The 5-link is not integrated into the sub-frame connectors which more popular brand of torque-arms are integrated into these connectors adding installation time.
9. Easier Adjustment of pinion angle, The upper control arms in the 5-link are designed to easily set and adjust pinion angle. torque-arms present a challenge in setting the proper pinion angle which may require adjustable length lower control arms.
THE 5-LINK’S ADVANTAGES OVER A TORQUE ARM:
1. Better anti-squat geometry than a torque arm, less corner-exit understeer.
2. Torque arms have a short, fixed-length side-view swing-arm, making the car prone to wheel-hop during hard braking. In contrast, the 5-Link's upper and lower links work together to create an instant center geometry which moves in response to suspension loads. During acceleration the instant-center moves rearward to counter the effects of chassis squat. During braking, the instantcenter
moves forward in response to chassis lift, lengthening the side-view swing-arm to reduce the possibility of wheel hop that is likely to occur in a torque arm equipped Mustang.
3. Their torque arm with a panhard bar weighs 59 lbs. The 5-Link with a panhard bar is only 31.5 lbs.
4. Better ground clearance than a torque arm. No parts hang below the rear axle, so you can easily fit a jack under the differential.
5. No net weight gain when converting from a stock setup.
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Last edited by Alan; Mar 12, 2004 at 02:20 PM.
chillin the most
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I dont think you should invest in anything built for a 7.5. that rear is a time bomb, I have seen the carriers just explode and split in half. you could just get a rear out of late '80s Lincoln LSc and you would get the same brakes with an 8.8 and prob. 3.27 gears. Only bad thing is they dont really have too many w/ a traction lok, which I think would be better cause you can put in any posi you want.
As far as the 5 link, I have seen a few of them at the track and was thinking of using it if I ever get to building my SN-95. It seems like a well thought out fix to the factory mess and it probably drives real nice at the limit. I think one negative for you is you can not run tailpipes.
I have been running a Torque Arm for like 10 years now and love it, I think Steeda makes more out of the wheel hop problem then it is, I personally have never had a prob. with that. It does make the car drive totally different and that took some adjusting to get used to and some changes to my driving style.
As far as the 5 link, I have seen a few of them at the track and was thinking of using it if I ever get to building my SN-95. It seems like a well thought out fix to the factory mess and it probably drives real nice at the limit. I think one negative for you is you can not run tailpipes.
I have been running a Torque Arm for like 10 years now and love it, I think Steeda makes more out of the wheel hop problem then it is, I personally have never had a prob. with that. It does make the car drive totally different and that took some adjusting to get used to and some changes to my driving style.
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chillin the most
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If you really want opinions on it go to www.corner-carvers.com and do a search. there are ALOT of knowledgeable people on there including the tech guys from Steeda, Maximum, Griggs and a few others. One of the best sites for roadracing.
there has been many heated debates on the two types of rear suspension, and many good opinions from both camps.
I will tell you one thing with the Tq arm that is a pain is the corner exit understeer. There are alot of people that will complain about it but it can be taken care of, it takes some real STIFF rear spings(I run 500lbs. in the rear of my car) and a stiffer rear sway bar( I have the Maximum adj. bar.) however both of these might not make for a pleasant street car.
there has been many heated debates on the two types of rear suspension, and many good opinions from both camps.
I will tell you one thing with the Tq arm that is a pain is the corner exit understeer. There are alot of people that will complain about it but it can be taken care of, it takes some real STIFF rear spings(I run 500lbs. in the rear of my car) and a stiffer rear sway bar( I have the Maximum adj. bar.) however both of these might not make for a pleasant street car.
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Last edited by bubbleheadM3; Mar 13, 2004 at 11:12 AM.
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Are the 7.5 rears really that bad? I have heard some people putting 400hp to the ground on a 7.5, but I've also heard stories of 7.5's reducing themselves to kit form under stress. 
Swapping to an 8.8 is simple enough though. Just swap my SVO axles into the 8.8, grind some of the stock brake mounts, bolt on my SVO brakes, and rebend some brake lines.
I thought carefully about the torque arm setup. After reading TONS of reviews I have come to the conclusion that it just isn't for me at this point in time. I run the car as a daily driver, and I still need it to be "enjoyable" for the daily commute. This is why I was looking into the 5-link, seems to be a nice compromise for a daily driver that sees an auto-x on the weekends.
This is an entirely stupid question, but do you still run a rear sway bar with a 5-link or a panhard? Most pictures I see don't have it installed. So either you don't use it, or it was removed just for the picture.
Swapping to an 8.8 is simple enough though. Just swap my SVO axles into the 8.8, grind some of the stock brake mounts, bolt on my SVO brakes, and rebend some brake lines.
I thought carefully about the torque arm setup. After reading TONS of reviews I have come to the conclusion that it just isn't for me at this point in time. I run the car as a daily driver, and I still need it to be "enjoyable" for the daily commute. This is why I was looking into the 5-link, seems to be a nice compromise for a daily driver that sees an auto-x on the weekends.
This is an entirely stupid question, but do you still run a rear sway bar with a 5-link or a panhard? Most pictures I see don't have it installed. So either you don't use it, or it was removed just for the picture.
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drives euro trash
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Originally posted by Jakethesnake
Alan wants to buy my IRS
Alan wants to buy my IRS
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Last edited by Alan; Mar 14, 2004 at 08:00 AM.
