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2015 Ford Mustang Gets Independent Suspension All-Round

Marketed by the Blue Oval as being the best-handling and best-braking standard Mustang ever right out of the box, what exactly does the 2015 model year of the pony hide under its skin? Power figures aren't the only details a potential customer with spirited driving style wants from his next sporty vehicle, so what improvements have been made to the chassis of the 2015 model year?
2015 Ford Mustang GT 1 photo
Let's start with the big one, shall we? The sixth-generation Ford Mustang gets fully independent front and rear suspension systems. Compared to the 3-link design with panhard rod and stabilizer bar of the 2014 model year Stang, the 2015 MY has been developed to meet aggressive performance targets. Every new variant, even the basic V6, features an integral-link independent rear suspension design.

The suspension architecture is based on a lower control arm, integral link, upper camber link and a toe link. Furthermore, the geometry, springs, dampers and bushings have all been specifically modified and tuned to deliver improved mechanical grip. Now generating about twice as much anti-squat and anti-lift force for better pitch control, the rear suspension's geometry keeps the body level under acceleration and braking. Rear knuckles made out of light yet strong aluminum alloy help reduce unsprung mass, offering improved ride comfort and handling characteristics.

But now comes the icing on the cake: the front received a new non-isolated perimeter subframe that replaces several individual crossmembers to help stiffen the structure while reducing mass. This architecture contributes to a better foundation for more predictable wheel control that benefits handling, steering and ride quality. Double-ball-joint front MacPherson struts can be found here, enabling the use of larger, more powerful brakes without resorting to excessive wheel offsets that would hurt steering feel. The front end contributes to improved pitch stability and more anti-dive in the geometry.

“We set out to create an all-new Mustang that would go, handle and stop better than any previous Mustang, while also being a better all-around daily driver,” declared Dave Pericak, Mustang chief engineer. “We added a lot of content to the new Mustang in order to hit our performance targets and meet today’s customer expectations. With a base curb weight of 3,524 pounds for Mustang EcoBoost fastback, and increases ranging from six pounds to 87 pounds for V6 and GT fastbacks, Mustang is still substantially lighter than the competition.”

“In order to develop precise and predictable handling characteristics, a car needs a solid platform where the suspension mounts don’t move relative to one another,”
added Tom Barnes, Mustang vehicle engineering manager. “The structure of the new Mustang is much more resistant to twisting, with 28 percent more torsional stiffness for the fastback and a 15 percent improvement for the convertible.


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