Originally posted by 510cpskid:
wtf is that by the rear wheel?
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quote:exhaust....looks good to me
Originally posted by 510cpskid:
wtf is that by the rear wheel?
quote:+10000
Originally posted by CornOil_&_Boost:
quote:exhaust....looks good to me
Originally posted by 510cpskid:
wtf is that by the rear wheel?
quote:Agreed on those welds (on a spot that's NOT critical)
Originally posted by NorCalRydaz:
[QUOTE]Originally posted by sneakyfox90:
That thing is sick, The guys at performance autosport have some cool set up rides check out this Griggs gr40 93 ssp notch
http://www.vadriven.com/forums/eye-candy-20/performance-autosports-griggs-gr40-project-car-148990/ [/QUOTE
The welds on those sub frames looked hella weak. No penetration. The Original posted notch looks way better!
quote:
Griggs has Anti-dive built into their tubular K-members, while MM believes "Ford got it right" which is the biggest load of bullshit I've ever heard. When you hit the brakes in a stock/MM K member car the car will nose dive, therefore lifting the weight off the rear tires and making the front brakes do all the work, while under-using the rear. With Griggs, their K members have geometry built in that plants all 4 tires under braking which allows you to use your rear brakes more then ever. This shortens braking distances a LOT and also makes the car much more controlled under threshold braking situations. Anti-dive also allows you to brake into the turn much deeper (trailbraking).
Wana know how well the K member effects braking? That lil coupe goes 60-0 on street pads in 104feet. Look it up, that beats just about anything except a Competition Coupe Viper. Now, add RA-1s and race pads, we've got sub 100feet stopping distances. It's because we are using all 4 calipers, son.
Again, all Mustang owners I've met already have heard so much marketting bullshit from Steeda or MM that they think they know what to buy. They ride in our cars and actually get educated answers to the problems that plauge a Mustang suspension and they buy Griggs.
In the torque arm/panhard bar situation I would only suggest going with Griggs because our entire shop is VERY against mixing part suppliers. If you get MM K member, then use all MM, if you go Griggs, use all Griggs. We have many customers that began with a hodge podge of parts from 493282 different companies and are now completely happy with their Griggs parts and also the ONE shop that installed it all. On a different note, I've seen 2 MM Panhard bars break in person. One was at Shenendoah in an American Iron car and the other was a stick axle converted '03 Cobra on the street. Not saying Griggs parts dont break, just saying I havent seen it in person yet.
quote:Theres a video of a convertible cobra full griggs suspension with a t trim I believe just to show customers how their kits work. Its Racing up a curvy Hill being timed. That thing flys up that Hill with the top down. That vid gets my adrenaline going every time i watch It. Griggs kits are no joke.
Originally posted by Greasy:
Damn, this is interesting, it was posted by "FlimFlam" after another member asked why they went with Griggs suspension.
quote:
Griggs has Anti-dive built into their tubular K-members, while MM believes "Ford got it right" which is the biggest load of bullshit I've ever heard. When you hit the brakes in a stock/MM K member car the car will nose dive, therefore lifting the weight off the rear tires and making the front brakes do all the work, while under-using the rear. With Griggs, their K members have geometry built in that plants all 4 tires under braking which allows you to use your rear brakes more then ever. This shortens braking distances a LOT and also makes the car much more controlled under threshold braking situations. Anti-dive also allows you to brake into the turn much deeper (trailbraking).
Wana know how well the K member effects braking? That lil coupe goes 60-0 on street pads in 104feet. Look it up, that beats just about anything except a Competition Coupe Viper. Now, add RA-1s and race pads, we've got sub 100feet stopping distances. It's because we are using all 4 calipers, son.
Again, all Mustang owners I've met already have heard so much marketting bullshit from Steeda or MM that they think they know what to buy. They ride in our cars and actually get educated answers to the problems that plauge a Mustang suspension and they buy Griggs.
In the torque arm/panhard bar situation I would only suggest going with Griggs because our entire shop is VERY against mixing part suppliers. If you get MM K member, then use all MM, if you go Griggs, use all Griggs. We have many customers that began with a hodge podge of parts from 493282 different companies and are now completely happy with their Griggs parts and also the ONE shop that installed it all. On a different note, I've seen 2 MM Panhard bars break in person. One was at Shenendoah in an American Iron car and the other was a stick axle converted '03 Cobra on the street. Not saying Griggs parts dont break, just saying I havent seen it in person yet.
quote:I found his interesting as well BUT read what this guy said after switching from Griggs k member/ setup TO MM This guy likes MM handling characteristics better after having BOTH http://autos.dir.groups.yahoo.com/group/rrax-RoadRacingAndAutocross/message/27200
Originally posted by Greasy:
Damn, this is interesting, it was posted by "FlimFlam" after another member asked why they went with Griggs suspension.
quote:
Griggs has Anti-dive built into their tubular K-members, while MM believes "Ford got it right" which is the biggest load of bullshit I've ever heard. When you hit the brakes in a stock/MM K member car the car will nose dive, therefore lifting the weight off the rear tires and making the front brakes do all the work, while under-using the rear. With Griggs, their K members have geometry built in that plants all 4 tires under braking which allows you to use your rear brakes more then ever. This shortens braking distances a LOT and also makes the car much more controlled under threshold braking situations. Anti-dive also allows you to brake into the turn much deeper (trailbraking).
Wana know how well the K member effects braking? That lil coupe goes 60-0 on street pads in 104feet. Look it up, that beats just about anything except a Competition Coupe Viper. Now, add RA-1s and race pads, we've got sub 100feet stopping distances. It's because we are using all 4 calipers, son.
Again, all Mustang owners I've met already have heard so much marketting bullshit from Steeda or MM that they think they know what to buy. They ride in our cars and actually get educated answers to the problems that plauge a Mustang suspension and they buy Griggs.
In the torque arm/panhard bar situation I would only suggest going with Griggs because our entire shop is VERY against mixing part suppliers. If you get MM K member, then use all MM, if you go Griggs, use all Griggs. We have many customers that began with a hodge podge of parts from 493282 different companies and are now completely happy with their Griggs parts and also the ONE shop that installed it all. On a different note, I've seen 2 MM Panhard bars break in person. One was at Shenendoah in an American Iron car and the other was a stick axle converted '03 Cobra on the street. Not saying Griggs parts dont break, just saying I havent seen it in person yet.