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Shock absorbers are stagger-mounted -- left behind the axle and the right ahead. This feature, formerly available only with the optional competition suspension, counters adverse wheel hop more effectively than a conventional mounting pattern. Shock absorbers also are canted inward to provide a ride-stabilizing influence. The optional competition suspension provides a rear stabilizer bar, heavy-duty front and rear springs, and adjustable front and rear shock absorbers. Mustang II's rear leaf springs doe not intrude into the body rear compartment area where full usage of space is desirable. The springs also resist side sway. The asymetrical mounting of the axle on the spring effectively handles the torque forces associated with acceleration and braking. STEERING Like many foreign sports cars, Mustang II has rack-and-pinion steering -- a design noted for precise steering response with minimum effort. Low-friction steering knuckle ball joints also contribute to steering ease. The steering gear is mounted to the body through three rubber bushings to diminish road shock and help isolate the body from vibrations and road noises. A flexible coupling, between the steering shaft and gear, provides dynamic dampening of road shocks felt at the steering wheel. Mustang II's steering geometry hass been laid out to give no change in front wheel toe ("toe-in" or "toe_out") as the suspension flexes -- a design feature that provides predictable steering response even in severe handling situations. Standard steering ratio is 24 to 1. Mustang II offers optional power-assisted rack-and-pinion steering -- a combination associated with expensive European name such as Aston-Martin, Jaguar and Citroen SM. With the optional power-assisted gear, the steering ratio is 18 to 1. |
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