AutoX’ing Steed: Gregg Biddlingmeier’s 1988 Ford Mustang

AutoX’ing Steed: Gregg Biddlingmeier’s 1988 Ford Mustang

by Justin Banner


When Gregg made the move from the Midwest to Arizonain 2010, he knew he had to find another Mustang for a daily driver. While the optimal choice of Fox bodies are the GTs, he was fine with finding a four-banger 2.3-liter with a straight, rust free body. It didn’t stay that way for long as he swapped in a V8 with some basic suspension and brake upgrades. That was fine for about two to three years and finally went all in to what you see here.


Outside, you can already tell this isn’t your average Mustang.

The first thing that sticks out are those four-inch fender flares made to help fit those 18×10.5 Rovos Pretoria wheels with Falken’s Azenis RT615k+ tires that are 315/30R18 sizing. That’s a lot of tire for this chassis and the obvious reason for those fender flares. Underneath those wheels are a set of SN95 Mustang Cobra brake rotors that are tied into a retrofitted ABS system from a 1995 model. Agent 47 three-inch cooling ducts keep the brake temperatures in check.


It's got modern looks thanks to those one-piece headlights over the six piece set of a stock Fox.

The hood is modified with a Trackspec hood vent and a set of Aerocatch hood latches keep it secure when closed. Out back is a fabricated Lexan rear spoiler made by Biddlingmeier with a Carters Custom’s Rear Diffuser under the rear bumper. Chassis wise, the front suspension utilizes a Maximum Motorsports K-Member, which improves over the stock version in more than just strength and the forty-pound weight shaving off the front end.


It also has modern handling and braking ABS from a SN95 Mustang Cobra.

The front control arm pivots are raised and offer two positions for ride height and are moved forward by three-quarters of an inch. The engine mount locations on the member give two options, as well, with a stock location position and one that moves the engine rearwards by one-inch. Attached are a pair of tubular lower control arms that are the same width as the SN95 Mustang. Roll control on the front is handled by an Eibach swaybar while caster and camber are changed with a set of Maximum Motorsports Camber/Caster plates. Triangulating the front suspension together is a Maximum Motorsports Strut Tower Brace.


The Torque Arm and Watts-Link provide some modern handling to this 1988 chassis.

The rear suspension is fabricated by Biddlingmeier with a Torque Arm setup with a Watts-Link and lower control arms. The rear sway bar is a Maximum Motorsports piece. A torque arm design for the Mustang allows for better roll character in the chassis over the OEM four-link, since that triangulated upper arm design tends to bind up as the chassis rolls through the corners. Dampening control on both front and rear are done by a set of Maximum Motorsports double adjustable coilovers.

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