FOX BODY MUSTANG 5 LUG CONVERSIONFOX BODY MUSTANG 5- LUG CONVERSIONTHROUGH THE INSTALLATION OF SN9. FRONT SPINDLESThis article will detail the conversion of my 1. Mustang GT from 4- lug to 5- lug for the purpose of mounting 1.
Cobra (this also applies to 1. Cobra wheels and the 1. Split 5- Spoke’ style wheel). This conversion was done with cost kept to a minimum. It would have been easy to simply order an M2.
K Cobra Brake Kit from FRPP but I wasn’t ready to drop the $1,6. This article details the conversion that retains the front discs and rear drums for budget issues. Fox body 5. 0 liter Mustangs can be easily upgraded to 5- lugs by simply installing 5- lug axles and drums from a Ranger or Bronco II in the rear and 5- lug brake rotors from a late 8. Lincoln Mark VII in the front. This conversion will work for most types of wheels.
But, if you are planning on installing a Ford OEM wheel such as the 1. Cobra wheel or the 1. Split 5- Spoke’ wheel then this conversion will not work for you. This is due to the fact that the Mark VII rotor hat is too tall and the dust cap on the rotor extends too far out.
This prohibits the center cap of the wheel from being installed. There are two solutions to this problem. The first is to install ½” wheel spacers behind the front wheels to allow more clearance for the dust cap. This also requires that longer wheel studs be installed on the front rotors for safety. The other solution is to replace the front spindle, rotor and caliper assemblies from the Fox Mustang with complete spindle, hub, rotor and caliper assemblies from an SN9.
Now Playing. To say that our 'new' Fox Body project is a little rough would be an understatement! However, our high mileage GT still has hope. Watch us freshen up our. At Fox Mustang Restoration we specialize in 1979-93 Fox-Body Mustang Interior Parts! Free Domestic Shipping. Since we deal exclusively with 1979-93 Ford Mustangs we. FOX BODY MUSTANG 5-LUG CONVERSION THROUGH THE INSTALLATION OF SN95 FRONT SPINDLES This article will detail the conversion of my 1990 Mustang GT from 4-lug.
Mustang. Wheel spacers are simply a Band- Aid for this fitment problem, though, and that is why I chose the latter option. The SN9. 5 assemblies are also designed with improved geometry for better steering feel and the caliper assemblies provide improved braking as well. All in all, it is a better setup and is also the basis for any big brake upgrades in the future (i. Baer or Cobra brakes).
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It is a project of low to moderate difficulty that can be performed in a garage or driveway with basic tools by anyone with the ability to perform a complete brake job. Parts List. Rear. To convert the rear end to 5- lugs you need to replace the 4- lug axles and drums with 5- lug units.
The axles that are needed will be either off of a Ranger, Bronco II or Aerostar van. From an ’8. 3 to ’9. L V6 Ranger/Bronco II with a 7. Only the driver’s side will work as the pumpkin on these rear ends is offset and the axles are different lengths (you need the longer of the two axles). It should measure 2.
From an Aerostar you will need two of the passenger side axles from an 8. The axles are all the same so they can be mix- matched (i.
Ranger and one passenger side axle from an Aerostar). You can use the brake drums from either side of the above listed vehicles but make sure that they are 9″ drums. The 4. 0. L Rangers came with an 8. Prices will vary, of course, but I was able to get the axles and drums from a local “Pull It Yourself” type yard. The axles run about $2. Be sure to check the axles to make sure they are not bent or worn on the bearing surface and check the drums to ensure that they are smooth or can be turned to no more than the maximum diameter.
Miscellaneous items for the rear include new brake shoes, fresh gear oil, RTV gasket maker to seal the differential cover and one additional lug nut for each side. Front. For the front you will need one each left and right side spindles, hubs, rotors and calipers from either a ’9. V6 or V8 Mustang. The assemblies are the same for the V6 and V8 so either will work but it must be from a ’9. This is because the spindle was moved out about ¼” – ½” on the ’9.
Mustangs. This will cause the wheel to stick out too far and possibly cause interference problems with the wheel well lip on the fender. If you are getting the parts from a wrecker in a complete assembly (as I did) then make sure that they include the Banjo Bolt that attaches the flexible brake line to the caliper. This will allow you to connect your existing brake lines to the SN9. Fox Banjo Bolt will not thread into the SN9. Using the SN9. 5 Banjo Bolt is the easiest way to do it rather than connecting the SN9. Fox hard lines because they are different sizes and will require adapters (and the SN9.
Just use the SN9. Banjo Bolt on your flexible line for ease of installation (they even worked with my stainless steel braided lines). I was able to get the complete assemblies for $1.
Miscellaneous parts needed for the front include new brake pads, one additional lug nut for each side, new cotter pins (4), new copper washers for the Banjo Bolts (4) and a 0. The last item is necessary to properly fasten the crown nut on the lower control arm ball joint/spindle connection. I will explain this in more detail in the reassembly section. Disassembly. Begin by loosening all lug nuts prior to raising the vehicle. Raise and safely support the vehicle with jack stands.
The jack stands should be positioned so that the suspension components hang free. You will want the rear end to hang down to ease the removal and reinstallation of the differential cover (otherwise the rear sway bar can be a hindrance). You will want the front control arms to hang down free so you can manipulate it with a floor jack during the removal and installation of the spindle(s). Rear. Once the vehicle is safely supported on jack stands and all 4 of the wheels have been removed start by removing both brake drums (ensure that the parking brake is off).
Drain the rear differential fluid by loosening (not fully removing) all of the cover bolts and pull the lower portion of the cover away to allow the fluid to drain out the bottom. Once empty remove the bolts and remove the cover. With the transmission in neutral rotate the rear differential until you see the small Pinion Rod Retaining Bolt. This bolt runs sideways into the differential. Remove this bolt and then slide out the Pinion Rod (placing the car in Park or in gear will allow you to remove this bolt without the differential rotating). Now you can push the axles inwards allowing you to remove the C- Clip retainers. With the C- Clips removed the axles will slide right out.
Be careful not to damage the axles bearings or seals when removing the axles. Front. Start with the front by disconnecting the flexible brake line from the caliper by removing the Banjo Bolt completely from the brake line. Have a cup or rag ready to catch the brake fluid (brake fluid will destroy paint – Be Careful!).
Remove the two bolts holding the caliper to the spindle and remove the caliper. Remove the dust cap from the rotor to allow access to the bearing retaining nut. Remove the cotter pin on the crown cap and then remove the cap and nut. Pull the rotor off of the spindle with the bearings. Place a floor jack under the lower control arm and raise the jack just under the control arm so it just starts to compress the spring. Loosen the two bolts that secure the strut to the spindle. On the tie rod end, remove the cotter pin and crown nut and separate the tie rod end from the spindle.
On the lower control arm ball joint, remove the cotter pin and crown nut and separate the spindle from the lower control arm (be sure the floor jack has the lower control arm supported to keep the spring from unseating and causing damage or injury!). Now you can remove the two screws holding the spindle onto the strut and remove the spindle completely. Repeat for opposite side. Reassembly. Rear. Slide the new axles into the housing tubes being careful not to damage the bearings or seals. Push the axles in as far as they will go and seat them with the spider gears in the differential.
Replace the C- Clips on the axle ends and push the axles back outwards to lock them into place. Reinstall the Pinion Rod. Apply thread locker to the Pinion Rod Retaining Bolt, reinstall in the carrier and torque to specification (1. Clean the differential housing cover and remove any silicone sealer residue from both the cover and the housing itself. Apply a ¼” bead of RTV to the cover and reinstall the cover on the housing.
Replace all bolts and torque in sequence to specification (2. At this time the rear brake shoes can be replaced to allow time for the silicone to set up before adding new gear oil.
Once complete, replace the brake drums and add the required amount of the specified gear oil. Front. Begin the installation of the SN9. Before screwing on the crown nut to secure the spindle you will need a spacer on the ball joint between the spindle and crown nut. The reason for this is that the stud on the ball joint of the Fox cars is longer than the stud on the SN9. So, when you go to tighten the crown nut to specification you will have gone past the cotter hole and the crowns on the crown nut will not line up with the cotter hole for the cotter pin. FRPP addresses this problem in their M2. K Cobra Brake Kit with a spacer that they provide to keep the crown nut in line with the cotter hole.
Unfortunately FRPP does not sell this spacer separately (it is only available in the kit) and nobody else to my knowledge sells it either. But, I was able to obtain the height of this spacer from FRPP whom suggested I have my own manufactured. The height needed from the spacer is 0. The thickness of the spacer should simply be sufficient to sustain the rigors of the suspension. Another solution (the route I chose) is to simply obtain some 5/8″ hardened washers and stack them up to achieve the necessary height. I ended up needing 3 fairly thick washers per side. Once you have your spacer (or washers) in place you can screw on the crown nut but do not tighten just yet.
Now fit the tie rod end onto the spindle and screw on the crown nut but do not tighten just yet. At this point the strut can be attached to the spindle with the two mounting bolts and nuts. Torque the nuts to specification (1. Some manipulation will most likely be necessary with the floor jack at this point to attach the strut mounting bolts.