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Supercharging Ford Mustangs is all the rage at the moment, but from where I’m sitting it’s tricky to understand why you’d go to the bother.
Obviously 11sec quarters are pretty appealing, but there’s not much wrong with the way the standard car rips through the gears. The 5.0-litre Coyote V8 is a wicked engine, with ample mid-range urge that continues to swell towards 7000rpm, in the process delivering a satisfaction only achievable with a naturally aspirated engine.
If we’ve had a criticism previously it’s that the experience has been a bit muted, but thanks to Ford’s new range of Performance Parts, owners can now have their Mustangs belt out a bent-eight bellow courtesy of a Ford Performance 2.5-inch cat-back exhaust system with 4.0-inch tips in chrome or black ($3584).
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Nonetheless, according to Ford Australia President and CEO, Graeme Whickman, the upgrades go some way to “answering massive demand for factory-approved, fully warranted performance parts”. As you’d expect, our test car has the works, adding around $8500 to the $57,490 price, though that includes GST and fitting.
As you might have suspected from the opening paragraphs, the exhaust is a must-have, giving the Mustang the aural character it deserves. It might also liberate a few extra kilowatts, but regardless of whether the car is faster or not it certainly sounds and feels faster, which is arguably more important in the current motoring climate.
The number of admiring comments from colleagues regarding the Mustang’s inch-lower (25mm) stance suggests the lowered springs, which can be purchased separately ($1260), are well worth considering, though this new stance would be best paired with some guard-filling rims. Despite the lower and stiffer suspension, ride quality has not unduly suffered.
Despite the name, the pack doesn’t turn Ford’s new Pony Car into a modern recreation of Allan Moffat’s Coca-Cola Trans Am, but it does have quite an effect on the Mustang’s handling. One of the most impressive aspects of the latest Mustang is its compliance and this softness prevents it being the rowdy power-oversteerer you might expect, at least in the dry.
Does that make it a better car? Not sure, but it’s masses of fun. There are criticisms: As with the Tickford 360 we drove recently, the suspension’s sharper responses exacerbate the slow, mute steering and our test car emitted an odd metallic, bearing-like noise from the transmission area under hard acceleration.
If you want to tweak your Mustang but find the aftermarket a bit intimidating, there’s plenty to like here – just choose wisely.
4 stars out of 5
Liked: More V8 noise; more hooligan; better stance Disliked: Shift effort; odd noises; needs better wheels
Specs: Engine: 4951cc V8, DOHC, 32v Power: 306kW @ 6500rpm Torque: 530Nm @ 4250rpm Weight: 1739kg 0-100km/h: 5.0sec (claimed) Price: $65,990 as-tested
