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Congratulations. You have just discovered the finest IRS bushing kit available on the market today.

If you are changing your car from completely stock to this set-up, you will be astounded with the difference.

We guarantee it!

Installation Photo's and Tips

TOE LINK REMOVAL HALFSHAFT REMOVAL
Here is the proper tool
to remove the toe link.
A screw driver or a pry bar and
a little force pops the halfshaft
right out of the differential.

Upper Control Arm Bushing Removal

UPPER CONTROL ARM BUSHING SAW CUT UPPER CONTROL ARM MEASUREMENT OEM RUBBER UPPER CONTROL ARM BUSHING REMOVAL
First is the saw cut of the
upper control arm bushing flange
for the removal tool to fit.
Saw cut
the upper control arm bushing
 flange at 1.750".
Here is how the tool sits
on the upper control arm
to remove the bushing
once the flange is cut.

UPPER CONTROL ARM BUCKET UPPER CONTROL ARM BUCKET SPREAD
Before reinstalling the
upper control arm into the IRS,
clean and smooth out the inside of the buckets with a disk sander.
Then spread the ears
of the bucket slightly
and get them as parallel to each
other as possible.

Lower Control Arm Bushing Removal

 LCA BUSHING REMOVAL LCA REMOVAL 
Here is a picture of the removal tool
 removing the larger rear bushing.
Lubricate threads well with never-seize.
The large washer is what pulls
the bushing out of the control arm.
This does take considerable effort.
Get a long 1/2" or even 3/4" breaker bar
and wail on this thing.
You can skip going to the
gym the night you do this!

SUBFRAME WASHER REMOVAL SUBFRAME WASHER REMOVAL
The later model cobra's
have a washer tack welded
on the forward portion
of the rear LCA bucket.
I like to use an air chisel
and they pop right off.

WASHER REMOVED WASHER GRIND
Photo of the washer removed. Once the washer is removed
you need to grind it smooth.

LCA misalignment LCA correction
Lower Control Arm
bolt misalignment.
Lower Control Arm
bolt alignment corrected.
The bushed control arm with the inner sleeves installed,
should be dry fit into the subframe with the LCA bolts.
If misalignment is encountered the misaligned hole
will need to be relieved with a rat tail file,
Dremel tool or a rotary burr until
the bolt slips through without resistance.

Subframe Bushing Removal
Warning!!!
Removal of the subframe bushings can be difficult.
The most painless approach would be to heat the outer metal
surrounding the subframe bushing with a torch.
Heat this to 350-400 degrees.
You can check the temperature with an infrared thermometer if you have one.
This will break the vulcanizing and the bushing should slide right out with the
FT 2100 OEM bushing removal tool set.
Click here to check out our informational videos:
http://www.fulltiltboogieracing.com/informational_videos.htm
If you don't have a torch you will encounter a lot of resistance removing the bushings.
If you don't take the heating approach stated above
take a 1/4" drill bit and drill numerous holes to weaken the subframe bushings.
It is preferable to drill as close to the outer metal sleeve as you can.
Drill at least 10 holes on each end of the bushing.
The rubber is vulcanized in this sleeve and this will free it up for easier removal.
If you put excess pressure on the threaded rod you’re going to break it.
If you have a ball joint removal tool, these will also work.

OEM SUBFRAME BUSHING REMOVAL OEM SUBFRAME BUSHING DRILLED SUBFRAME REMOVAL WITH TOOL KIT
Here is a photo
of the subframe bushing
removal tool on the subframe.
The subframe bushings are
VERY difficult to remove
and drilling them helps ALOT!
Here is a pic of the bushing drilled
with a 1/4" drill.
Keep the holes as close
to the metal sleeve as possible
and be sure to drill
from both sides.
Here is the bushing almost out.
Put double large washers
on the bushing side.
If you get a stubborn bushing,
apply a little heat to it,
that will help the vulcanized rubber separate from the inner metal sleeve.

OEM SUBFRAME BUSHING REMOVAL OEM SUBFRAME BUSHING REMOVED OEM SUBFRAME BUSHINGS DRILLED AND REMOVED
Subframe with removal tools. Drilled subframe bushing
after removal.
Drilled then removed
subframe bushings

Please take note: The outer metal sleeve on the subframe bushing location stays!

CLEAN SUBFRAME BORE WITH WIRE BRUSH CLEAN SUBFRAME BORE
Here is a 2" diameter coarse
wire wheel cleaning the bores
in preparation for the installation
of the UHMW subframe bushings.
When the wire wheel is brand new,
it's a little tough to get it started.
It helps starting it on the
side with the flange.
This is what a super clean
bore looks like after the
wire brushing procedure.

Rear Differential Support

OEM REAR DIFFERENTIAL BUSHING REMOVAL OEM REAR DIFFERENTIAL BUSHING REMOVED
The subframe bushing removal
tool is also used to remove
the factory rear differential
 mount rubber bushing.
Rear differential
bushing removed.

 

INSTALL REAR DIFFERENTIAL BUSHING INSTALL REAR DIFFERENTIAL BUSHING INSTALL REAR DIFFERENTIAL BUSHING
Pressing in the first
Delrin bushing.
First Delrin bushing
seated in place.
Pressing in the second
Delrin bushing.

 

REAR DIFFERENTIAL BUSHING INSTALL REAR DIFFERENTIAL BUSHING INSTALL
This photo is showing the
beveled lead on the aluminum sleeve
that needs to be pressed in
with this leading edge first.
Here is the inner sleeve
being pressed in.

 

REAR DIFFERENTIAL BUSHING INSTALL REAR DIFFERENTIAL BUSHING INSTALL
Here is the
completed assembly.
Because the Delrin rear diff mount
will rub slightly on the
rear diff cover,
a nice chamfer to the Delrin
on a belt sander will
give you plenty of clearance.

 

REAR DIFFERENTIAL BUSHING GRIND WHEN USING FOR RACING DIFF COVER REAR DIFFERENTIAL BUSHING INSTALL
This photo shows where
 to grind for clearance.
This photo shows how close
the bracket is to the
Ford Racing Diff cover.
For those of you installing our FT 1300 Delrin
rear diff support bushing set included in our FT 5000 bushing package,
 you'll want to check your OEM diff bracket for clearance
on the new Ford Racing rear diff cover if that is what you're using.
  In some instances, the bracket actually makes contact with the
New Ford cover and you're going to want to grind or belt sand
the bracket for a minimum of 1/8" clearance.

Grease Fitting Kit
Here are some pictures of the grease fitting kits and installation on the control arms.
Grease fittings will assure you a lifetime of trouble free and silent operation.
It is highly recommended to install grease fittings.
GREASE FITTING INSTALLATION
Drilling the upper control arm.
It's nice if you have access to a drill press, but if you don't,
you can drill this very carefully by freehand.
Drill slowly and use cutting oil.
Because of the relatively thin cross section of the UCA at this point
we only recommend drilling and tapping for 6mm threads.
Anything larger than that is not acceptable or recommended.
GREASE FITTING INSTALLATION
Here is the installation of the new tapped 6mm 90 degree grease fittings.
The forward eye needs to point down and to the front of the car at about a 10 or 15 degree angle.
The rear fitting needs to also point forward but at about a 45 degree angle.
I've found these positions to be very favorable.
Look at your IRS in the car before you pull it out to see if you agree
with the positions of these fittings.
That is why the instructions state:

Look at your IRS assembly while it is still in the car
and pick a good accessible location and what type of angle/orientation
you’re going to want for the grease fittings.
GREASE FITTING INSTALL
IRS LCA Front eye w/90 degree fitting installed on top of the control arm
pointing at a 45 degree angle rearward.
 
GREASE FITTING INSTALL 
IRS LCA Rear eye w/straight fitting on the bottom pointing straight down. 
Here is a short video showing the shimming washer and grease fitting locations.

TOP VIEW SIDE VIEW REAR VIEW
Top view of the IRS
with the bushing kit installed.
Side view. Rear view.

FRONT MOUNT SPREAD
Before putting the subframe assembly back in the chassis,
it's a good idea to spread the front mount locations a little bit.
They have a tendency to squeeze together making the replacement of the subframe
more difficult than it should be.  Take the 1/2" threaded rod from your bushing removal tool set
along with the largest thick washers and spread this area open a bit.
Then, take a UHMW subframe bushing from the subframe kit and try it in the opening to check for clearance, before you install the UHMW bushings into the subframe.
FRONT DIFF SUPPORTS
Here is a photo of the front diff support as it should be installed in the vehicle.
For all IRS applications regardless of the rear diff mount FT 1300 or FT 1401,
you want to raise the front nose of differential up as high as you can
without it actually rubbing or touching anywhere on the subframe.
The small bushings go on top; usually with a single shimming washer.
If you grind the subframe slightly for some additional clearance,
you will not need the single shimming washer on top.
The large bushings and the remainder of the shimming washers should be placed on the bottom.
Put in as many shimming washers as you can on the bottom of each side.
Some vehicles may only accept 3 or 4 shimming washers on the bottom, some will take 4 or 5.
 
Click here for information on setting pinion angle.
Drive line angle

Adjustable Sway Bar End Links
SWAY BAR END LINK MOUNTED
Here is a photo of the link mounted on a mock-up IRS assembly along with a short video: 
The upper and lower mounting bolts will come to you assembled and tight on the heim joints.
You will notice there is a thin jamb nut on one of the mounting bolts
and a thicker standard thickness nut on the other.
The standard thickness nut that goes on the upper mounting point assists in getting the
alignment between the anti-sway barand the control arm improved.
This upper mounting bolt is 5mm shorter than the lower mounting bolt.
You wantto make sure the eyes of the heim joints are lined up when tightening them
making sure one is not cocked to oneside or the other.
Install the link on the outside of the anti-sway bar
and from the outside on the lower control arm.
When installing these links make sure the car is level and
there is no pressure on the links when tightening the mounting hardware.
The car will need to be on a drive-on lift or jacked up onto four drive on ramps to do this.
If there is pressure on the links you risk shifting the car's weight from one side to the other.
The torque specs for these 10mm nuts are 33 ft. lbs. or 45Nm.

IRS Torque Specs and Bolt sizes

1999 thru 2004 Mustang

Location Bolt
Size
Head
Size
Torque
Rear Subframe-to-rear bracket bolts 12 x 1.75 x 110mm 18mm 76 ft-lbs
Subframe rear bracket-to-body bolts 12 x 1.75 x 35mm 15mm 59 ft-lbs
Front Subframe-to-body bolts 12mm bolts 12 x 1.75 x 110mm 18mm 76 ft-lbs
Front Subframe-to-body bolts for replacement Grade 8  9/16" bolts 9/16" x  4 1/2" 13/16" 145 ft-lbs
Front Subframe-to-body bolts for Ford 14mm replacement bolts 14 x 2 x 110mm 18mm 131 ft-lbs
NOTE: OEM front 12mm subframe bolts need to be upgraded
 to 9/16" Grade 8 bolts with Grade 8 nyloc locking nuts.
Rear subframe bolts need an unthreaded lead on them to guide the
floating nut onto the thread to prevent cross-threading.
Driveshaft-to-pinion flange (Blue Loctite) 12 x 1.75 x 25mm 12 point
12mm
83 ft-lbs
Halfshaft nuts (to rear hub) 24 x 2 36mm 240-250 ft-lbs
Lower control arm and bushing-to-subframe bolts 16 x 2 x 120mm 21mm 184 ft-lbs
Lower control arm-to-knuckle 12 x 1.75 x 90mm   85 ft-lbs
Upper control arm and bushing-to-subframe 12 x 1.75 x 70mm 15mm 66 ft-lbs
Upper control arm bushing-to-knuckle nut     66 ft-lbs
Rear diff mount to diff housing bolts 12 x 1.75 x 60mm 15mm 76 ft-lbs
Caliper bracket bolts 12 x 1.75 x 34mm 15mm 76 ft-lbs
Rear caliper to caliper bracket bolts 8 x 1.0 x 22mm 12mm 25 ft-lbs
Brake line to rear brake caliper bolt (Banjo bolt)   10mm 30 ft-lbs
Front diff housing to subframe 12 x 1.75 x 95mm 15mm 59 ft-lbs
Rear diff support to subframe 12 x 1.75 x 85mm 18mm 85 ft-lbs
Shock to lower arm and bushing bolt 14 x 2 x 120mm 21mm 98 ft-lbs
Toe link-to-subframe 10 x 1.5 x 80mm 13mm 35 ft-lbs
Toe link-to-knuckle nut 10 x 1.5 x 80mm 13mm 35 ft-lbs
Wheel lug nuts 1/2" - 20 21mm 95 ft-lbs
Swaybar mount to subframe 10 x 1.5 x 25mm 13mm 35 ft-lbs
ABS sensor to diff housing 5/16"-18 x 1.125" Torx head
T-40
17 ft-lbs
OEM Rear diff cover to diff housing 5/16"-18 x 1.250" 1/2" 25 ft-lbs
Ford Racing Rear diff cover to diff housing SHCS
5/16"-18 x 1.500"
1/4" Allen 20-25 ft-lbs
Recheck after
10 minutes.

Home Order Mustang Parts Order Focus Parts Customer Car Showcase
FAQ'S IRS Bushing Locations Testimonials Dealer and Install Facilities
What's New Installation Photo's and Tips Setting Pinion Angle Shop Tour
Informational Article Informational Videos Cross-Axis Joints E-mail Us
Click here for information
 on how to SAVE 5%
FTBR Swag Custom Rotor Order
 Information
WARRANTY AND DISCLAIMER
WARRANTY AND DISCLAIMER: FULL TILT BOOGIE RACING, INC., A WISCONSIN CORPORATION (“SELLER”), HEREBY WARRANTS THAT THE ENCLOSED AUTOMOTIVE COMPONENTS ARE FREE FROM DEFECTS IN WORKMANSHIP AT THE TIME OF SHIPMENT, BUT DISCLAIMS AND EXCLUDES ANY AND ALL OTHER EXPRESSED OR IMPLIED WARRANTIES REGARDING THE ENCLOSED AUTOMOTIVE COMPONENTS.  PURSUANT TO THE UNIFORM COMMERCIAL CODE, ARTICLE 2, SECTION 316, SELLER SPECIFICALLY EXCLUDES ALL WARRANTIES OF MERCHANTABILITY AND FITNESS FOR ANY PARTICULAR PURPOSE. SELLER DIRECTS PURCHASER TO FULLY INSPECT AND EXAMINE EACH ENCLOSED AUTOMOTIVE COMPONENT BEFORE INSTALLATION AND TO USE EACH AUTOMOTIVE COMPONENT AT PURCHASER’S OWN RISK.  IN THE EVENT THAT ANY AUTOMOTIVE COMPONENT IS DEFECTIVE UPON PURCHASER’S RECEIPT, PURCHASER’S SOLE REMEDY SHALL BE TO RETURN THE DEFECTIVE AND UNUSED AUTOMOTIVE COMPONENT TO SELLER WITHIN FIFTEEN (15) DAYS AFTER PURCHASER’S RECEIPT AND REQUEST IN WRITING EITHER A FULL REFUND OR A REPLACEMENT, WHICH SELLER SHALL SHIP TO PURCHASER AT NO ADDITIONAL CHARGE.

Full Tilt Boogie Racing Inc........1817 Dolphin Drive.......Waukesha, WI  53186.........info@fulltiltboogieracing.com