Yes, with one exception. The Steeda upper control arm equipped with polyurethane bushings has an oversized pinion snubber that interferes with the mount in the upper adjustment holes. It can still be used in the lower adjustment holes. The mount is also compatible with the factory upper control arm.

Upper Hole (Street Use): Positions the control arm nearly like the factory mount and is recommended for street-driven vehicles.

Lower Hole (Competition Use): Increases rear suspension bite and traction during hard launches. Intended for drag racing and competition, not normal street driving.

• While properly welding the axle tubes to the center section provides an excellent solution to the problem of spinning the axle tubes in the center section, and is highly recommended when drag tires are used regardless of horsepower level, it does very little to prevent the axle tubes from flexing up and down as well as front to back.
• The deflection in the axle tubes can be so severe under hard launches on the dragstrip that it will actually fracture the center section near the welds, destroying the rear axle and possibly ruining other areas of the drivetrain.
• The CHE Mustang 8.8 Axle Brace will greatly reduce or totally eliminate this axle deflection, especially when used in conjunction with properly welded axle tubes.
• The reduced axle deflection will improve launch and 60ft times because the rear tires will now have consistent traction without the undesirable changes in rear caster and camber that is imposed with axle deflection. 

• Because the panhard bar axle mount on most aftermarket panhard bars attaches to the same area on the control arm bracket as our axle brace, modification will be required if it is desired to run both pieces.
• We recommend that the flange on our axle brace gets cut off and welded onto the panhard bar bracket where it mounts to the control arm bracket.

The K-member brace itself will not induce any noise or harshness, and will serve to stiffen up the front suspension, significantly increasing steering response and front end compliance. Our Standard Engine Torque Limiters may induce minimal noise to the cabin, and significantly increase shifting accuracy, especially under heavy engine load. The Competition Torque Limiters will transmit higher levels of NVH due to their more solid mount that utilizes a rod end in place of the polyurethane bushings. This case applies only to vehicles that have a build date prior to January of 2005. You can find your build date by checking the data tag located on the Driver's door jam.

Yes, the only current fitment issues that we are aware of is with the SLP Longtubes on the GT and the American Racing Longtubes on the GT500. Pacesetter longtubes on 2005-2010 V8 interfere with the Competion Links (Standard Links Clear)

Yes, our 4-Point K-member Brace replaces the thin factory piece and adds greatly improved rigidity to your front suspension.

There are individuals who have successfully adapted our K-member Brace with Torque Limiters to aftermarket Tubular K-Members. We can provide no advice on the matter however, as we did not consider the Tubular K-members when we designed the brace.

• Cars with a build date before 01/2005 will need the adapter plates for proper fitment of the K-Member Brace. The build date is located on the data tag on Driver's Side door jam.

       If your K-member flanges look like the following photo, you will need the adapter plates: (Build Date before 01/2005) 

If your K-member flanges have holes and look like the following photo, you will not need the adapter plates (Build date 01/2005 or later):

You can follow our Fitment Verification Instructions

There is approximately 1.5 inches of clearance between the driver's-side frame rail mounting point and the top of the brace tubing.

The brace uses 1-inch-diameter mild steel tubing with a 0.095-inch wall thickness.

All Panhard Bar Braces are fully TIG welded for precise, consistent welds and a clean finish.