If you have 600hp and IRS you'll never hook. IRS is great for a corner carver with acomfortable ride, but just plain sucks for trying to put a lot of power to the ground in a straight line.....or a curved one. Unfortunately you need to decide whether you want the best handling, or the best traction for acceleration, because they each require a different suspension setup. But I can tell you, 600hp with IRS on the street and you'll never hook through first or second, and most of third.

For comparison, the 2003 Mustang Mach 1 was rated at 305hp(but in reality many think it to be under rated) and a 99-02 Cobra has a similar engine(4v heads, different cams though) rated at 320 hp. The Cobra is IRS and the Mach uses the solid Live axle. On a drag strip, many 4v Cobras struggle to run in the 13's, because the 60' in them sucks, can't get traction. By contrast the Mach 1 will run consistant low 13's all day with a decent driver. They're beasts outta the hole.

TCP's isn'ta true IRS though, so it'd be interesting to know how it performs for drag racing

 

This TCP setup is not an IRS. Not sure what it is called, maybe a derivative of a four link setup? I also have the TCP coil overs up front with rack and pinion, etc. I have not pressed it too hard yet, but it does light them up at will pretty much whevever you want. I havenot tried a a hole shot yet, but will soon enough. We have great canyon roads where I live in Socal and that's where it will be exercised (until the choppers start circling...) Here's what the front looks like.

[IMG]local://upfiles/71573/D83D4FA9F84F46A49446B19E41441250.jpg[/IMG]

[IMG]local://upfiles/71573/4850DBEE48A948AB9CB320AD3023EF3A.jpg[/IMG]

 

No one here has even tried progressive rate springs much less coil overs...

 

Is that good or bad? Or does it mean, I am in uncharted territory..

 

that's a nice looking front zulu - did that mout up directly with your stock spindles?

 

Not a chance. Those spindles are holding CNC 6 piston calipers and 13.5" slotted rotors. Not sure who made the spindles, but there is nothing left stock in either the front or rear.

[IMG]local://upfiles/71573/259DF98B9D1D40758BDA4D6058FC51F7.jpg[/IMG]

 

Look at the way the shock mount is attached to the tower. It goes through the tower from the top and is held in place by 3 5/16" bolts to the reinforcing ring under the tower. This put all the load on the bolts whereas the Global-West system uses an aluminum cone UNDER the tower that puts the load where Ford designed it to go. When I called TCP about that they told me that the bolts were not loaded with the forces of the suspension under compression. Just look at it.
If you spend that much money you should get something better.

 

It's a cantilever set-up. This system allows for a true rising-rate suspension without going to a variable rate spring.
The way it works is as the suspension compresses the lever moves through a 90 degree angle giving you the softest spring. As it moves past the 90 degree it requires more force per inch of compression and the suspension gets firmer in direct relation to the angle change. I think Indy cars were the 1st to do this in the early 70's.

If anyone wants to see first hand go to any motorcycle shop and look at the rear suspension of the sport bikes. (H-D's don't have it...sorry)

 

Have a look at this detail of the front coilover. It would seem the underside shock tower plate together with the upper plate to sandwich the original shock tower metal would be far superior (stronger) than stock?

www.totalcontrolproducts.com/download/datasheets/FCOC_DS_WEB.pdf

 

Not entirely true. There were a few guys here who have had some experiance with progressive rates. It all depends on your application and what you plan to do with your vehicle.

There was an article in a mustang rag a while back about the TCP coil overs and their rear kit. They said the Stang with the TCP in it handles as well if not better than most brand new sports car do. I mean, for 8-10K, it had damn well better perform. If I had the loot, I'd invest in the TCP.