Mark Gearhart
November 29, 2017

Within days of the 2018 Mustang hitting the streets racers had already broken into the 10-second ET barrier. As the race for the fastest direct injected Coyote ensues, we’re stepping back a bit to see what the new powerplant produces stock at the wheels.

One of the hottest topics with the 2018 S550 is the 10-speed automatic transmission. Shifting more times than a drag race scene from Fast and the Furious, Ford’s new A10 is designed to keep the Coyote in its sweet spot at all times. The transmission’s 1:1 ratio is seventh gear with the final three being overdrive gears. Depending on the gear and drive mode, the engine has a dynamic rev limiter that’s controlled through the transmission.

Fresh from the dealership to the dyno, Erik Radzins’ 2018 S550 is equipped with the all-new 10-speed automatic and a tank of 93 octane pump gas.

“When a trouble code fault is created from the front wheel speed sensors not detecting front wheel movement while on the chassis dyno, it cancels out the mode control functionality to the base setting, which reduces your rev limiter on the dyno to 6,800 in seventh,” explained Erik Radzins of ProCharger.

Radzins pulled his 67-mile old Mustang onto House of Boost’s Dynojet and was able to click off a respectable 419.1 horsepower and 393.6 lb-ft. The speed limiter had to be disabled to allow for a full pull in seventh gear, but Radzins ensures us that the car was completely stock outside of that.

The 2018 Mustang GT now comes with direct injection along with supplemental port injection. Without the ability to run a BOSS 302 or Cobra Jet manifold, we are eager to see some of the new manifold designs for this new platform.
On House of Boost’s Dynojet the 2018 produced a respectable 419.1 horsepower and 393.6 lb-ft. The speed limiter had to be disabled to allow for a full pull in seventh gear, but Radzins ensures us that the car was completely stock outside of that.

One interesting thing Radzins noted when testing was the responsiveness of the new direct injected intake manifold design. “On a 2015-2017 I can make power to 7,500 rpm with the stock intake manifold, but the 2018 manifold doesn’t like making power above 7,400 rpm.” It will be interesting to see how tuners react to the new manifold design and the inability to swap a BOSS 302 or Cobra Jet manifold. Let the battles continue!