Fitting Larger Tires on a Fox Body Mustang
Needed Fox Body Rear Modifications
Roll the Fender: First and foremost, the cheapest (and most rudimentary) way to get a little more room in the fenderwells involves a hammer or baseball bat. Generally speaking, pulling out the hammer should be the last resort. In this case here, however, using a hammer to carefully roll the inner fender edge flat can yield a previous centimeter or two of additional clearance. What is meant by the inner fender edge? Well, if you reach up into the fenderwell and run your hand along the top most edge (do so carefully, it can be sharp), you will notice there is an outcrop of sheet metal perpendicular to the fender flare itself. During fabrication, Ford never bothered to flatten this edge down. A note of caution: quite often when hammering this area, the paint can crack. Using a heat gun to heat the area first can help, or better yet, there are specific automotive tools available to help the process (Some popular fender rolling options go for ~ $225 USD). Rolling the fenders will help fit a larger tire, but it will also give some extra vertical room for those that have lowered or will be lowering their Mustang.
Additional Options For Fox Mustangs
Flip the Quad ShockFurther working with idea to make what is already on your Mustang workable, if your car is equipped with quad-shocks, often flipping them around in conjunction with rolling the fender lip will allow you to fit a larger tire in the back. Some guys go as far as to remove the quad shock completely, but this isn’t recommended as the quad shock is there for a purpose – to control the wheel hop allowed by the flimsy stock control arms during hard acceleration.
Replace the Stock Control ArmsThe best solution also happens to be the most expensive (go figure!). The biggest problem in the rear of a Foxbody Mustang is the stock control arm geometry and accompanying quad shock. As stated, it isn’t a good idea to remove the quad shock and leave the stock control arm. However, replacing the stock control arms with an aftermarket design has a plethora of benefits. First off, aftermarket control arms no longer need the quad shock due to their superior design, strength and geometry. With an aftermarket control arm, the quad shock is no longer needed (and probably won’t even mount!). Secondly, aftermarket rear control arms are better packaged, meaning they use up less space in the wheel well. Even better, many relocate the bottom coil spring perch slightly for maximum wheel clearance and better vehicle ride characteristics. So not only do you get more space for some massive rubber, but you also improve over the stock design in every department possible! Not a bad deal…
Working the Mustang’s Front
The front fenderwell of a Fox isn’t as big of an area for concern as the rear, namely because it is uncommon (and not particularly beneficial) to throw some fat tires up front. In the scenario that you do need some extra space, the modifications necessary pretty much are the same as the back. The first area to look to is of course rolling the fenders. Those with ‘91 and up Foxbody Mustangs are a bit luckier. As of 1991, Ford enlarged the front wheel wells, so you may not need to be as aggressive with your modifications.
Past this, the major restrictions you’ll encounter are the front control arms and steering gear. Tight turns will often see the tires, and even the inside of the wheel, rub against the lower control arm. Additional clearance can be achieved by installing aftermarket control arms. Like the rear, aftermarket units are not only stronger, but generally revise the geometry in a positive way as to augment handing and load transferring characteristics.