https://www.whichcar.com.au/reviews/...3dPAKZo-IAqmsI
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I read this last night. Morley's take on this was interesting. Would the performance that he saw be replicated throughout? If so is he right with regards to the 5.0 reaching its limits? I am sure Premcar would have other ideas and opinions on this.
The single biggest issue ANYONE supercharging a MY18+ Mustang will have is the compression ratio.Quote:
Originally Posted by Perko
12:1 is well over what OEM's use for factory boosted applications, for eg:
AMG E63 8.6:1
M5/6 10:1
ZL1 10:1
Hellcat 9.5:1
Miami 9.25:1
The MY15-17 had 11:1 and was compromised.
The engine isnt designed to have forced induction.
So if you use too much boost you'll skyrocket combustion chamber temperatures, which in turn sends the car into a protection strategy all the way to limp mode.
As a day to day proposition in traffic with the occasional blast things will likely be fine, subject the car to sustained WOT though and it will protect itself.
The only real solution to this is fit dished pistons.... an expensive exercise.
Never thought I would say this, but the Tickford is brilliant until the supercharger spoils the show. I would be ticking the N/A 400 upgrade if I wanted a fraction more power. Personally, I would just leave the engine mapping stock and go with all the other upgrades to intake, wheels and suspension. The extra grip would possibly make it feel faction faster, not that the factory items are really lacking in this area.
I love the stance of the Tickford Mustangs. Those boys have got it 100% spot on.
Yep agree.Quote:
Originally Posted by WASP
Even the previous generation wasnt a happy proposition supercharged.
MY18 is that good that really, aside from wheels and possibly a 25mm drop, there's really very little to gain from any other mods.
I’d actually go the other way. I’d get the na power upgrade and leave the chassis as it is because as it is it’s crying out for more power.Quote:
Originally Posted by WASP
To be honest I think if Tickford are charging a premium for their product, and so they should, they may as well go the whole way and reduce the compression. In the scheme of what people are paying I don’t know if paying that little bit extra would be a problem for those who appreciate what that means. Then they’ll truly stand out from the rest.
That is a good point.Quote:
Originally Posted by David_F
The first to market with a proper solution, even one that requires removing the engine and fitting lower comp pistons, potentially has a significant market point of difference.
The problem comes back to warranty i believe.
Roush/Ford Performance will only warrant the setup if their generic tune is used.
That's not to say Tickford couldn't develop their own bespoke tune to suit a 10:1 rebuilt engine, however as you know there are costs around that.
Gezz they didn't get very good times out of it...
I know a bloke who ran a 12.5 in a stock one the other day (auto tho ofcourse).
I personally don't see any benefit in touching a 5.0 Mustang. Its nearly perfect in every way in my opinion, especially compared to our beloved Falcons.
Yes, they would need to get their tune emissions tested and ADR approved combined with the other modifications as part of the kit. To me, this is the only way to make the kit work and deliver on its promise. Silly really as for day to day street use the blown Tickford Mustang would still feel sentational. That said, my stocker feels strong up in the higher RPM and I would hate to waste that last screaming 1500 rpm of glorious V8. Even with the suspension upgrades you loose the ability to switch modes. The Tickford basically turns the base car into a one trick pony (pun intended). Having experience and lived with the base car, which at 10/10th is not as focused as the Tickford, for the rest of the time it appears to do everything better.