These holes allow lowering the front ride height 1 or 2 inches depending on how aggressive the overall suspension setup is. The first set is 1 inch higher than stock (there is no stock-ride-height mounting hole) the second set is 2 inches higher. Maximum's K-member has two sets of holes for the A-arm attachment points. As we'll see, this led to some speciali-zation in the unit's design. Maximum also concluded its K-member customers would more than likely be diehard handling fans, and not every Maximum customer would necessarily buy a K-member. That's still a significant weight savings, of course.

It's a combination of round and square tubing to best distribute loads, and at 38 pounds it is 13 pounds lighter than the 51-pound stocker. So, while there are super-light drag-racing K-members available, Maximum's is not one of them. When Maximum Motorsports approached the K-member, it was definitely aiming at road racing and all-around street performance. However, the main reason to redesign the K-member is to reengineer the front suspension for increased grip and handling predictability. Also, there are large gains in working room when using an aftermarket K-member because Ford's sheetmetal version is bulky. Because it interfaces between the frame, suspension, and engine, modi-fying the K-member can affect the wheelbase, track, camber, caster, bumpsteer, engine height and setback, in addition to vehicle rigidity and weight. It gets its name from its shape, which is K-like in plain view.

As Ford builds it, the K-member is a massive, heavy amalgamation of welded-together sheet steel. It provides structural rigidity to the unibody, along with the attaching points for the front suspension, steering, and engine. Just to be sure we're all on the same page, the K-member is the large subframe bolted to the front of the Mustang unibody. One of the first stories about the best Mustang K member.

Team z motorsports k member