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Three-Link Installation

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Three-Link Installation Installation Guide BEFORE COMMENCING BEFORE placing the car on a hoist or stands, determine the ride height of the car by measuring from the centre of the wheel (axle) up to the guard lip on both sides – do not be surprised if the left and right measurements differ. Record these measurements on a piece of paper, as you will require them during the installation of the RRS 3-Link. It is also necessary to pre-determine whether you wish the car to ride at the same height, a lower or a higher height after the 3-Link installation. If you do wish to change the ride height change, write down the desired changes next to your actual measurements. NEW WHEELS If you are adding new wheels as part of the RRS 3-Link installation, you should install before beginning the installation. Doing so you to determine the desired ride height and to ensure there is adequate wheel well clearance. With some wheel and tyre widths and offsets, it may be necessary to use a non-standard width differential housing. RRS can supply custom width housings on request. TYRE CLEARANCE As the factory leaf spring system compresses, the differential housing can move forward as much as 60mm. When cornering (i.e. one side down one side up), this moves one side further forward than the other – which induces roll understeer. The RRS 3-Link is designed to limit this fore/aft movement of the differential housing to 15mm (throughout its travel) which substantially minimizes roll understeer. If your wheel well openings have been modified to accept very wide or large diameter tyres that run close to the guard, you may experience guard fouling problems RRS 3-Link provides different arc of travel that the differential housing now moves through, when using RRS 3-Link, the tyre is more centred in the wheel arch throughout the range of suspension travel. 1 Installation Guide WHEELS & OFFSETS It is the customer’s responsibility to carefully measure up their vehicle to determine if a particular wheel/tyre combination will fit - or not. The RRS Trans-Am axle housing, bearings and axles are load rated to run 325 tyres with a 200mm +/- offset with radii of 340mm. INVENTORY CHECK RRS includes a Parts Packing List with all their products. RRS ensure all components have been correctly packaged, however we recommend you go through the Parts Packing List and physically check off each of the components (including fasteners) before commencing the installation. 3-Link product check list RRS 3 – Link Fitting instructions + 2 x Coil over spanners 2 Mumford Linkage Mumford Link mount frame assy. XR through XY (1968 – 1971 Falcon) require two extra spreader plates than indicated) Mumford linkage assy. -twin bearing outer mountings + bolts + nuts Or Watts Linkage Watts Link mount frame assy. Watts linkage assy. -twin bearing outer mountings + bolts + nuts 3 Installation Guide Upper shock mount frame + Spreader plates + bolts + nuts Coil over shocks complete with springs Lower shock mounts +bolts +nuts 4 Installation Guide Bolt-On Kit OR Weld-On Kit Trailing Arms + bolts + nuts 5 Installation Guide Torque Arm Torque arm stud nut x 5 Hex nut 3/8” UNF x 10 Over-centre link Socket cap head bolts x 5 Front Cross –member 6 Installation Guide VARYING TOLERANCES RRS brackets are laser cut to exact tolerances, all frames and cross-members are jig-welded in precision fixtures for steadfast consistency. In comparison, Ford’s original construction tolerances were loose, with variances of up to 8mm (5/16”). Collision and rust repairs can result in a considerable movement of structural members. A couple of examples of the typical inaccuracies introduced by rust repair work include; lateral shrinkage when adding new floor sections and lateral spreading when adding a new tunnel. New floors often entail new seat boxes. Many installers use the seat mounting holes in the seat boxes to align the replacement floor sections – this is hideously inaccurate. RRS mounts and frames are manufactured for ease of fitment and allow for significant chassis variations. However, they may require jacking into the location or some deft persuasion with a plastic-faced hammer or heavy rubber mallet. REMOVING ORIGINAL ASSEMBLY • Raise the vehicle to a safe and comfortable working height • Use jack stands or a two-post lift to support the vehicle with the suspension hanging freely • Make sure it is level front to rear and right to left • Remove any portions of the exhaust system that may interfere with installation • Mufflers in the stock location can remain in place • Disconnect the driveshaft and brake lines from the rear-end housing • Brake and fuel lines can stay on the vehicle but will need to be secured along the body to prevent damage during installation • Place a floor jack underneath the rear-end centre section to support its weight as you lower the rear suspension assembly • Unbolt the front leaf-spring eyes and rear spring shackles from the vehicle, and removed the rear suspension 7 STEP 1 Back in the 60’s Ford was not too particular in regards to the application of sound body deadener. All the RRS bolt-in cross-members, mounts, and frames are a precision fit. Large random deposits of body sealer and the like along with large spot weld ‘dags’ or welding ‘flash’ can affect the fit. Therefore, thoroughly check all areas where RRS brackets and mounts fit up and remove and clean or grind smooth as necessary. Before beginning the installation, carefully check the chassis rails and floor for accident damage or corrosion. A creased or crinkled rail is a telling sign of a prior collision. Damage such as this can affect fit, therefore repair any damage where necessary. STEP 2 Although the installation of the RRS 3-Link is being shown here with no engine or gearbox in place, the installation of RRS 3-link is performed with these components in place. After stripping the vehicle of the old leaf springs, shocks and differential housing, remove both the front seat and front carpets. Using some A jacking device, lift and place the Torque-Arm front cross-member in position. (Note: simply pull the carpets back after removing the seats). The Torque Arm and Torque Arm cross-member must transfer all the torque that the engine and gearbox are applying to the differential. RRS has designed the arm and accompanying cross-member to handle up to 1000ft/lbs of torque. 8 STEP 3 Give the cross-member a couple of good sharp strikes with a soft-face hammer or rubber mallet to ensure it is sitting hard against the back of the seat boxes. Similarly hammer strikes are needed on several mounts, to ensure proper seating. When doing so, do not use a metal faced hammer as this can damage the powder coating and allow corrosion to propagate. (Note: if your vehicle has aftermarket chassis connectors, it may be necessary to remove the alignment tabs (see arrow) to facilitate the fitment of the torque arm mounting cross-member. If so the cross-member would mount as if the tabs were butted up against the end of the sub-chassis. STEP 4 With the cross-member held firmly in place via a jack or gearbox stand, drill the four vertical mounting holes with the long 5/16” drill bit STEP 5 This thick strip of metal is a load-spreader plate. It is designed to reinforce the surrounding area to inhibit stress risers from occurring – which in turn will lead to metal fatigue. RRS supplies several specific fit load-spreaders for a number of the 3-Link mounts, frames and brackets. They must all be installed correctly. The load-spreader plates (left and right) are atop the torque arm mounting cross-member – which is under the front seats. Lightly tension the bolts while drilling the holes – for both sides. With all the holes drilled and all the bolts in place (complete with a washer under the Nylock nut - see next step) progressively tighten (left to right as well as front to back) to 25ft/lbs of torque. Note: No washers are required on top of the load spreader plate 9 Steps 6, 7 & 8 are for Mustang, 60- 66 Falcon, US Sprint, and Maverick. For other models skip to Step 9 STEP 6 This step is for Mustang, Maverick, 60-66 Falcon and US sprint. In Mustang, 60-66 Falcon, US Sprint, and Maverick install the four vertical bolts on each side and torque to specs, drill the horizontal 3/8” mounting holes. Drill through both sides of the chassis box section STEP 7 The 3/8” hole on the outer side of the box section now needs to be opened up to 17mm (11/16”). A Uni-bit or Step-Drill is ideal for this operation. *Warning: do not open up the hole on the inside of the box section – only the outer hole This step is for Mustang, Maverick, 60-66 Falcon and US sprint. STEP 8 Slip one of the heavy-duty crush tubes into each outside hole. Install the 3 ½” x 3/8” bolts along with a washer (on the inside) and a Nylock nut. Progressively tighten to 30ft/lbs of torque. This step is for Mustang, Maverick, 60-66 Falcon and US sprint. 10 STEP 9 Unbolt the original pinion snubber bump rubber. One of the major advantages of the RRS 3-Link rear suspension system is the elimination of the dramatic pinion angle change under aggressive acceleration. This dramatic change, up to seven degrees of rotation, is inherent in all factory leaf-spring systems.
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