Last month we introduced you to our '06 Mustang as part of a group of fresh project cars we are going to tinker with for your entertainment. This low-mileage GT doesn't really have any problems, so from here on out, all the work we do will be for performance and looks.
The first step is to get the stance right with the Mustang suspension. That means lowering the Mustang suspension. In the past you had to cut the springs, heat them (don't), or find an aftermarket company that has done the R&D to make the springs fit the car. The first two options will change both the ride height and spring rate, wrecking all the factory engineered handling goodness and in some cases making the coils bind and spiking the spring rate infinitely, causing you to Rob Kinnan* into a guardrail. Buying the Mustang suspension parts from Ford assures that the guys who designed the car also had a hand in the design of the upgrades. Can't get better than that. The downside is that Ford only makes two Mustang suspension kits for the coupe and one kit for the convertible, meaning you get what is offered, and no more. Although the front sway bar on this kit is adjustable, the dampers are not. Ford also only offers one spring rate, which means you really can't add or subtract rates to tune for a specific type of competition.
This kit is designed for '05 to '10 Mustang GTs. Even though the body changed in 2010, the underpinnings are identical. For a low-price, matched, entry-level kit that lowers the car correctly and gives you a handling advantage and some small amount of adjustment, you really can't go wrong.
To properly extrapolate any improvement from the data, you have to look beyond the top speed in the slalom and maximum g's on the skidpad and study the averages. Our test driver was Nick Licata from Camaro Performers magazine. His method for evaluating improvements is what he calls predictability, compliancy, and precision, where an improved vehicle is easier to control and therefore easier to repeatedly drive through the cones at high speed. This translates into performance gains on the street or racetrack. On the second track-day slalom test, the Mustang ran 6.37 three times in a row. That is a car that is dialed in.
'01 Camaro stock
Best-6.45 seconds = 44.7 mph-200' skidpad-0.87 '10
Camaro SS stock
Best 6.31 seconds = 45.7 mph - 200' skidpad-0.84 g
'68 Camaro Z28
Best-6.66 = 43.4 mph
'02 Z06 Corvette stock
Best - 5.89 seconds = 49.3 mph-200' skidpad-0.98 g
'67 Mustang stock
Best 7.40 seconds = 38.7 mph-200' skidpad-0.69 g
|Test 1: Stock Suspension
|Test 2: FRPP Suspension
|Mustang GT handling pack (1-inch drop)
|19x9.5 SVT wheels
|18x9.5 SVT wheels
If we are pulling off the factory stuff and junking it, that means guys who are buying the
The forward adjustment is the most aggressive setting on the sway bar. The stiffest end of
The front sway bar is 35 mm, tubular, and three-way adjustable. It is the only adjustable
There are actually three kits for the '05 to '10 GT Mustang. The coupe kit has either a 1-
We haven't included much of the actual installation because the instructions from Ford are
The brakes can be upgraded with a kit as well. This is the SVT 14-inch upgrade for the GT.
The bolt-on strut-tower brace is for the '05 to '06 Mustang GT kit only. It will not clear
The S197 Mustang can swallow a lot of tire. In this case, adding a set of 295/30ZR19 Toyo
The larger tire and aggressive spring rate were evident immediately on the 200-foot skidpa
Out on the 420-foot slalom, the car picked up a slight oversteer that we couldn't complete
This is the before shot on the slalom. You can see the ride height and body roll differenc
We added one tenth of a g on the skidpad with the new suspension without picking up a bone
Toyo Tires USA
Ford Racing Performance Parts
15021 Commerce Drive S