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Q&A With Aaron PFADT On Our New aFe CONTROL Coilovers For The S550 Mustang

 

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With the upcoming release of the new aFe CONTROL coilovers for the 15+ Mustang S550, people have been asking alot of questions. We caught up with Aaron PFADT and spoke with him to answer some of these questions. Aaron told us about an great conversation he had with a customer who had asked the similar questions. 

 

 

Read the Interview below

 

 

 

 

(Q) "Hi Aaron, I have several questions in regards to aFe's new Featherlight Coilovers of the new Mustang's. We have been building quite a few Mustangs here at our shop and have not been thrilled with the current coilovers we have been using from KW or Ridetech. Even the KW V3's is just too soft and has not enough rebound to stop the back of this car from bouncing or hopping and crashing into the bumpstops."

 

 

 

 

(Aaron) "Thanks for contacting me. I went more aggressive with the spring rates and dampening because I think that the Mustang coilover crowd will want the performance. The car is stiff, but with our digressive valving, it still is very streetable."

 

 

 

 

(Q) "Are the springs you are using for this application linear or progressive? It seems everyone is using progressive and they are quite soft and the shock valving can't really do much after that."

 

 

 

 

 

(Aaron) Ours are linear springs (not technically, because I have a bit of a lower rate just the get the free length up, but they are linear in the useful range). We run about 400lb/in wheel rate so they are quite stiff." 

 

 

 

 

(Q) "In regard to the rebound into the shock, will your system stop the back end from violently bouncing over bad roads and dips in the pavement?"

 

 

 

 

(Aaron) "We run a lot of rebound, so they feel superb. Super planted in bumps and other imperfections in the road."  

 

 

 

 

(Q) "Are these more so Street/Track oriented or Track focused? Most of the stuff on the market is really cruiser street stuff for guys who want to slam their cars for show purposes."

 

 

 

 

(Aaron) "These coilovers are certainly more track focused. I do what I can to keep them streetable, but performance is the main focus. I have found with the digressive valving we use, I can be really aggressive on the spring rates and still have great manners."

 

 

 

 

(Q) "Have these coilovers been thoroughly been tested on the street? Most people will drive on the street more than drive on the track, and they are not building full fledged race cars either. What kind of advise would you provide for those who want a high quality shock, without hitting the track much or at all?"

 

 

 

 

(Aaron) "I have tested these coilovers several thousand street miles on them and our roads here in California are no picnic. Greg from HRE Wheels has also driven extensively on a set on his own Mustang. We got him a pre-production set and he loved them. He's a track guy, but the Mustang is his daily driver. He wrote about his experience on Mustang6G.com."

 

 

 

 

(Q) "Now we see you are using a modular rear shock and spring. Is the OEM upper shock mount strong enough to hold the load? We installed a Ridetech kit and they required us to drill extra holes and put 2 extra screws into the unibody mount.

 

 

 

 

(Aaron) "The rear mount to the body is very strong, it uses two M12 bolts in shear. The true coilover design looks cleaner and allows you to change to any 2.25" ID race spring you choose, in case you want to do a spring change."

 

 

 

 

(Q) "The one thing on a standard GT with the performance package with lowering springs or the KW coilovers is the front end does have abit of bumpsteer, but I think it is because of the unrefined shock valving."

 

 

 

 

(Aaron) "I think the geometry on the car is pretty solid on these cars, the bump steer effect is probably poor strut control with the lowering springs. I have found our car to be great even in tough conditions with our coilovers. Lowering springs are always a tough go, you struggle to add enough rate to make a difference. You end up blowing by through the travel and get into the bump stops too quickly that and then it becomes under damped. The same story applies with most lowering springs."

 

 

 

 

 

 

 

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