5.0 Mustang & Super FordsNews & Views
Ford News Buzz - August 2014
The latest rumblings in the Ford universe
Stunt DoubledIf you made the mistake of missing Need for Speed (www.theneedforspeedmovie.com) in the theaters, you’ll definitely want to Netflix it, Redbox it, or stream it when it is released for home viewing. It is not only a fun flick, but it features non-stop Mustang action using real modified ’14 Mustangs rather than relying heavily on computer-generated imagery. In fact, seven hero cars were constructed for the filming and promotion of the movie, along with a prototype ’15.
“My philosophy has always been you can’t break physics,” said director Scott Waugh. “If you do, it hurts the story, because then the physics don’t apply to the characters either. Doing practical stunts with cars takes more up-front preparation to set up the shots and ensure safety, but the end result is worth it.”
As a former stuntman, the director had an appreciation for the Mustang’s real sonic and visual impact. This viewpoint drove him to capture what it’s really like to drive at high speed. Most of those reading this have an idea what that’s like, but it’s still fun to experience it with the surround sound cranked like set of one-chamber Flowmasters.
“It’s really complicated to shoot in a car,” Scott said. “You’re so confined. So we made sure all the camera angles would convince the audience the actors were really driving.”
While the actors, including stars Aaron Paul and Imogen Poots, did some of the driving, the movie tapped the skills of one of our friends to capture the ’15 Mustang antics. That’s right, Vaughn Gittin Jr. wheeled the S550 and put it right where the director needed it for the shot. Those scenes alone make this a must-see flick.
S550 ’ChargerIf the idea of buying and modding a ’15 Mustang has you as excited as us, then you’ll be happy to know that Ford Racing Performance Parts (www.fordracing parts.com) teased the Mustang world with the idea of its next-generation Mustang supercharger system. Little in the way of official information was available at press time, but FRPP did reveal this photo via social media. At the least, it confirms FRPP is considering a 2.3-liter TVS offering for the S550. That doesn’t mean it will be the only offering, but it looks like there is at least one blower option under consideration.
Should it hit the market, we can assume that this kit will follow the lead of its Super Pack predecessors and be offered with the necessary support hardware and tuning to get the job done. We know that Ford Racing does thorough testing of its offerings, so we’d also expect it to carry some sort of warranty if installed by a Ford dealer. Of course, we’re just making educated guesses based on this shot, but we can’t help but get excited about supercharged S550s!
iTimesLongtime readers will recall that we took our first look at ProCharger’s innovative i-1 supercharger system back in our June ’13 issue (“Control Variable,” p. 72) with great results. The electronically adjustable supercharger bolstered a stock Coyote by over 192 horsepower and 173 lb-ft of torque at the wheels. Unfortunately our visit took place in the dead of winter, so track testing was out of the question.
The good news is that since that time, ProCharger (www.procharger.com) raised the base boost level of the base i-1 kit from 7 to 7.5 psi. Then they added skinnies and a scattershield to the same car we tested. In that configuration, Mustang drag-racing legend Jimmy LaRocca wheeled the ’11 Mustang GT to a 10.87 at 131 mph—an impressive feat from a modern Mustang with a stock engine.
More impressive yet is we had the chance to revisit the i-1 car when ProCharger main man Ken Jones dropped by our Tampa, Florida, offices. The base kit we drove is delivered with tuning, so it’s ready to run. The company is now offering tuner kits for customers wanting to push the power envelope—and some have, past 900 horsepower.
As impressive as the big tuner numbers are, we enjoyed driving the base kit. It was easy to feel the difference between Touring, Sport, and Competition modes. Each step up had the boost coming in sooner and stronger, which showed how this system could mitigate power for the available traction. Of course, we know most of you would lock it in Competition mode and roll out, but we can see the potential in dialing back the power for other drivers, particularly valets.
There’s certainly a lot to like about this supercharger system, and it’s currently available for Coyotes, Bosses, and Raptors. ProCharger promises a ’15 Mustang kit is in the works too, so keep your eyes peeled to these pages.
Second WindWe had the opportunity to check out the prototype of VMP Superchargers’ second-generation Twin Vortices Series supercharger (www.vmp-tvs.com) in early March, and this unit should take the performance of this supercharger breed to a new level.
As you know, inlet restrictions are the bane of positive-displacement blower performance. The more you can free up airflow on the breathing side of the supercharger, the more efficient and powerful the results will be. Working in concert with Roush Performance, VMP (www.vmptuning.com) has completely redesigned the inlet side of the tried and true 2.3-liter TVS supercharger.
The 3D-printed prototype that we laid our paws on had its integral inlet elbow removed to illustrate just how much larger the Gen II opening is versus a traditional 2.3 TVS. At first glance it seems almost twice as large, but the official specs haven’t been released just yet. What we do know is that more than the size of the inlet has been enhanced. VMP has taken 7 years of TVS experience and put it to work optimizing the inlet-to-outlet flow of the unit by turning air into the rotors sooner and removing and bumps are obstructions in the air path.
We can’t wait to see what a GT500 can do with this enhanced TVS.
5.0 FeedbackFox Army
I had an ’87 Fox, and I loved that car. I sold it when I purchased a ’67 Mustang and a ’67 Bronco, both of which I still have. If I had to do it all over, I would keep the ’87 and work out the problems it had, but I chalk it up to being young.
Anyway, I love the magazine and I the content you present. Personally, I like the ’80-’93 Mustangs and the Terminator era best, with the SN-95 to New Edge coming in third. I would never own a Mustang newer than a Terminator, save for maybe a Shelby, but I am not all that into Shelby Mustangs, past or present. While I love Carroll Shelby the racer, the cars and their followers are not really my thing.
I do not care for the modular engine at all, including the Coyote. I would dump the new engines in favor of a carbed small-block bolted to a tubular K-member in a moment. I would swap in an LS before I messed with one of the modular messes—and this is coming from a guy who never bought a Chevy. All that said, I don’t hate those things either.
To me the people that poke fun at Fox-era cars do so because the current V-6 has more horsepower than the Fox did from the factory. What they do not realize is that it was pretty easy to take that 220hp 302 and turn it into a 350-400hp 302. Furthermore, you could do this yourself. The EFI was easy to tune and these cars were fun to drive. Living through that era was like the old days of muscle cars.
Also, you should take into account that the horsepower numbers are all up, but the e.t.’s are not. My ’87 ran 12.3 to 12.7 in the quarter with street tires naturally aspirated. With a 150hp shot of nitrous, I dropped down into the 11s.
It’s because the old 302s had more torque in the lower rpm than the new engines, which some people have no idea about. Yeah, a lot of cars have 350 hp—but at 6,500 rpm, where nobody drives!
The reason I subscribe to your Mustang is, while I have my own ideas, I really enjoy reading about all the cars and engines and performance parts. You guys have a great magazine, and I think you do a balanced job of covering all the Mustangs iterations, as well as performance parts for them. Keep up the good work!
Whoa, whoa, whoa, Dan. Let’s not get carried away! Don’t curse by suggesting an LS in a Mustang. That’s just blasphemy. You are well within your rights to prefer pushrod engines to modular engines. That’s totally cool. Brand X transplants are not cool.
Anyway, we like almost every Mustang from ’79 to the modern era. Sure, we have our favorites, but they all have their positive aspects. We don’t see the need to hate one and love another.
That said, we know the pushrod engines are torquey, but it’s hard to argue with the horsepower-to-driveability ratio available with modern engines. Thanks to the TiVCT in the latest Coyotes, they can make torque and rev to the moon.