The OEM rear engine mount on the Fusion makes extensive use of pliable rubber at its main connection to the frame. One of the biggest issues is that the OEM rubber will flex too much, hindering performance during spirited driving. Following its development with the Focus and Fiesta mounts, cp-e™ has turned its attention to the Fusion platform to bring the community a motor mount which reduces wheel hop, engine movement, and the performance robbing effects that the stock mount allows without the unwanted harshness of a typical urethane mount.
cp-e™ goes a step above the rest by using an EPDM bushing; a type of rubber. Urethane, a common after-market bushing material, begins to fail at temperatures as low as 200°F and generally the bushings need a higher durometer rating to hold together. The location of the mount allows a large amount of heat to be transferred to the bushing. EPDM holds up to this heat, and doesn’t begin to break down and fail. To top it off, EPDM has a higher density than urethane, so the bushing can have a lower durometer rating while keeping high reliability and support. Why is that good? A higher durometer bushing would transfer more vibrations through the vehicle and into the cabin, raising the NVH (noise, vibration, & harshness) value. By keeping the durometer of the EPDM bushing relatively lower, cp-e™ can provide a mount which effectively secures the motor while transferring minimal harshness to the cabin and driver.All components of the mount is CNC machined out of billet 6061-T6 aluminum and designed to bolt into the stock location without any modifications to the vehicle. Anodized black, and laser engraved for a clean look, the mount assembly is a sure eye pleaser; making you smile every time you change your oil!
Because the new design is more rigid and flexes less you will experience less wheel hop and engine movement with spirited driving; lowering those lap times at your weekend track days! Essentially, the engine mount allows the car to “hook up”
1 Review
-
NVH might be a little much for street driving
I'll start this off by saying that I don't track my car but wanted to improve performance on the road, so I decided to look into a rear motor mount. As of the date of this review, there are two RMMs for the 2.7 Fusion Sport on the market: cp-e and Ultimate Performance. I initially picked up the cp-e RMM but thought there was a little too much NVH for my liking, so I decided to try the Ultimate Performance RMM because of other reviews saying that the NVH was less with little to no performance loss. There definitely is a difference in NVH - the Ultimate Performance RMM has much less noticeable NVH than the cp-e RMM. For me, the deciding factor was NVH, and I'm going to go with the Ultimate Performance RMM. Installation: cp-e: The cp-e RMM is CNC machined and fits perfectly once you get the stock RMM removed. It comes with instructions, and the torque specs are etched into the RMM itself for convenience. This RMM uses the stock bolts, and the only other parts in the box are two washers and a square nut. There is a cutout to hold the square nut in place so it doesn’t spin freely, which means you only need a torque wrench to tighten the sidewards-facing bolt. Fitting the two washers for the upward-facing bolt can be a little tricky but is not overly difficult. Ultimate Performance: The Ultimate Performance RMM is not as perfect of a fit in comparison because it is not CNC machined. It does not come with instructions and took a little hammering to line up the bolt holes. The Ultimate Performance RMM uses the stock upward-facing bolt but includes a separate 19mm bolt with 19mm locknut. This means that you will need an extra tool to hold the locknut in place when tightening the bolt, or else it will spin freely when you are trying to tighten the bolt. It took me a little longer to install the Ultimate Performance RMM compared to the cp-e RMM mostly because of the fit, but there were no major problems with installation. Performance: cp-e: After installing the cp-e RMM, the increase in NVH was immediately noticeable: at idle, there was quite a bit of vibration in the steering wheel, the foot well when resting on the dead pedal, and in the seats. There was also a low-pitched hum at idle. The hum would not be noticeable when the radio was playing, but it was very noticeable when the radio was off. When accelerating, the vibrations were a little less but were still noticeable. At speed, the vibration from the RMM will just combine with the vibrations from the road and not be as noticeable. The throttle response is much better than stock. cp-e says to allow for a 100- to 200-mile break-in period, after which the NVH should settle down. I put about 220 miles on the cp-e RMM, and there didn’t seem to be any change at all in NVH. Ultimate Performance: The difference in NVH between this RMM and the cp-e RMM is pretty significant. There are no longer any noticeable vibrations in the dead pedal and seats. There is some vibration in the steering wheel at idle, but much less than with the cp-e RMM. I usually tune the radio EQ settings for more bass, and the vibration from bass in my music would drown out the vibrations from the RMM. The throttle response is pretty much the same as with the cp-e RMM but without the added NVH of the cp-e RMM. There is no specified break-in period for this RMM, but right after install, the NVH is much better than the cp-e RMM. After having put about 200 miles on the Ultimate Performance RMM, there doesn’t seem to be any noticeable change in NVH, but there wasn’t that much to begin with anyway. I think the performance of both RMMs is about the same, but you'll get much less NVH with the Ultimate Performance RMM because of its 60 durometer bushing. For street use and for those who prioritize minimal NVH, I would choose the Ultimate Performance RMM over cp-e. There are no durometer specs on the cp-e site, but based off of what has been said elsewhere online, it looks like the cp-e RMM bushing has at least a 70 durometer rating. Changing out the RMM regardless of which brand you choose will make a big difference over stock, and there does not seem to be a noticeable difference in performance between the cp-e and Ultimate Performance RMMs even though you get more NVH from the cp-e RMM. On an aesthetic note, the cp-e RMM looks nicer than the Ultimate Performance RMM because of the CNC machining. However, you probably won't see the RMM 99% of the time anyway.
