HERROD PER­FOR­MANCE Com­pli­ance Pack

Mun­dane by name, mon­ster by na­ture

Motor (Australia) - - MUSTANG - – DM

‘COM­PLI­ANCE Pack’: Not the sex­i­est name for a mod­i­fied car, is it. I mean, what hap­pened to ‘Thrust-o-Tron’ or ‘Helldeath 2000’?

Yet, the Herrod Per­for­mance en­trant is hardly what you’d call a shrink­ing vi­o­let in any other way and, be­sides, the name al­ludes to the fact that, as the work of a fully fledged sec­ondary man­u­fac­turer, the Herrod car is 100 per cent le­gal.

Pro­vided, of course, you only ever give it the ber­ries some­where like Win­ton, of course, be­cause hold it flat from rest on the Queen’s High­way, and it’ll cease to be le­gal about 4.6 sec­onds later. Stay into it and you’ll have cov­ered 400m in 12.4, which is a top-four re­sult in both those dis­ci­plines.

It’s all the re­sult of a lib­eral ap­pli­ca­tion of boost. Herrod’s team have con­verted plenty of Mus­tangs (about 150, ac­tu­ally) to su­per­charged power th­ese days and, be­yond the fid­dly job of re­mov­ing a few small bosses on the Coy­ote’s al­loy block, the Ford Mo­tor­sport spec pump is a rel­a­tively straight for­ward bolt-on.

The con­ver­sion in­cludes an in­ter­cooler that gets sand­wiched be­tween the in­take man­i­fold and the blower and there’s a cat­back ex­haust and a Ford Mo­tor­sport tune of the ECU. With­out a dyno on site, we’re in­clined to take Rob Herrod’s word for it when he says the out­put is 450kW at the wheels. Boost is locked in at a max­i­mum of 6psi, but the pres­sure is in­dexed for each gear in the six-speed auto, en­sur­ing that no com­po­nents are stretched be­yond their com­fort zone as en­gine speeds crank up.

The Com­pli­ance Pack also al­lows for a set of low­ered, stiffer springs and dampers and there’s an as­sort­ment of heat shields and rear sus­pen­sion bushes to make it all just so. What you won’t find are big­ger wheels and tyres or a mon­ster brak­ing pack­age. Be­cause the car in this form is 100 per cent com­plied, there’s not the same scope for mess­ing about with those items. That’s for the after­mar­ket and per­sonal taste to sort out, says Herrod.

The most heav­ily mod­i­fied of th­ese cars all seem to have the odd quirk or two, usu­ally as a re­sult of us­ing set-ups and tech that are aimed at do­ing well at a Hot Tuner event rather than mak­ing for show­room lev­els of NVH. The Herrod car is no dif­fer­ent. In its case, the grum­bles (lit­er­ally) are part and par­cel of a stronger cen­tre-bear­ing mount in the drive­shaft. The idea is to re­duce de­flec­tion of the shaft when all those ponies hit home, but it means that there’s a slightly grav­elly feel in­vad­ing the cabin on full-bore launches. But again, it’s not a crit­i­cism, it’s an ob­ser­va­tion and it’s all be­cause tuners like Rob Herrod know what a hid­ing any car in Hot Tuner can be ex­pected to face.

Be­yond that, the ride is a bit firmer in re­sponse to that new hard­ware, but it’s not ter­ri­ble and re­ally takes that lit­tle bit of ini­tial slack out of the stan­dard ’Stang’s de­meanour. And while the en­gine has the real big horses stacked up high, it’s still porky enough down low to feel fast from any revs. It’s just that when you do re­lease the hounds, not much is gonna stay with it. Or any­where near it.

Be­yond that, how­ever, the Herrod car is re­mark­able for just how close to a stocker it sounds and feels. And when you con­sider what it’s ca­pa­ble of, that’s a big part of its at­trac­tion, es­pe­cially to the type of geezer who can buy and im­me­di­ately mod­ify a brand new Mus­tang GT.

Herrod’s Com­pli­ance Pack­age con­cen­trates on the ba­sics and al­lows the cus­tomer to choose dres­sup items like wheels and a bodykit to suit their own per­sonal tastes. Of course, you can al­ways leave it look­ing stan­dard and en­joy a 500kW-plus sleeper

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