= Driven: 2013 Ford Shelby GT500 - First Drive + SHO =
#1
05-21-2012, 06:11 AM
= Driven: 2013 Ford Shelby GT500 - First Drive + SHO =
Driven: 2013 Ford Shelby GT500 - First Drive= ZL`1 Competition ?
Member's, Post your comments: Do you like ? Yes/No ?
We must keep `up with what's out there on our roads
At long last, a production Mustang that will exceed 200 mph!
By Andrew Bornhop
May 21, 2012
Slideshow >>
<IMG title="More from Ford >>" alt="More from Ford >>" src="http://www.roadandtrack.com/var/ezflow_site/storage_RT_NEW/storage/images/make/ford/flippers/driven-2013-ford-shelby-gt500/2883783-2-eng-US/driven-2013-ford-shelby-gt500_rt_article_gallery_image.jpg" width=166 height=102>More from Ford >>
<!--/photos-video-wrapper-->
<!-- /Main photo wrapper --><!-- test output end: --><!-- the article, at a glance, downloads, top competitors, from buying guide --><!-- left column -->Hard to believe, but Ford now sells a 662-bhp Mustang. That's right, the new 2013 Shelby GT500 boasts six hundred and sixty two horsepower. Wow. That's more power than the Corvette ZR1. Ford, in fact, says this supercharged new 5.8-liter V-8 is the most powerful engine ever in a North American production car.
No argument here. With 662 bhp on tap at 6250 rpm and 631 lb.-ft. of torque arriving at 4000 rpm, this new aluminum-block powerplant truly is a beast, giving the GT500 a top speed of 202 mph—reached in 5th gear during testing at the Nardo track in Italy. And while it may be tempting to call this new 2013 Shelby GT500 a front-heavy straight-line rocket, Ford's SVT crew has improved the car in several areas to create a well-balanced GT that's totally at home on a road course yet remarkably civil in everyday situations.
2013 Ford Mustang Shelby GT500
Big, Big Power
The heart of the new 2013 Shelby GT500 is its dohc 5.8-liter V-8, which has the same stroke as the previous 5.4 but has had its bore increased from 90.5 to 93.5 mm. This 32-valve V-8, with block cast by Hansel in Germany, is built to produce (and handle) all that new power, with forged crank, pistons and rods, camshafts similar to those used in the Ford GT supercar, increased fuel injector flow, improved head gaskets and robust Stellite-faced exhaust valves that withstand the added cylinder pressure. Of note, the redline remains at 6250 rpm, but an over-rev function to 7000 rpm is allowed for up eight seconds, in part to help the GT500 from hitting its rev limiter during a shifts in acceleration runs so 0-60 mph and quarter-mile times can be faster.
Other vitals: The compression ratio has been bumped from 8.4 to 9.0:1, and peak boost—provided by a new 2.3-liter Roots-type TVS blower with a 33 percent larger inlet and a 69-mm pulley (down from 72)—has risen from 9 psi to 14. The previous 5.4 had cast-iron cylinder liners, whereas the 5.8-liter V-8—a true 351 cubic inch V-8—employs plasma-transferred wire arc cylinder liner technology. This super thin (150 microns) spray-on bore surface saves about 1 lb. per cylinder while having the added benefit of reduced friction, less heat transfer and improved durability.
2013 Ford Mustang Shelby GT500
With further regard to durability, the 6-speed manual transmission, the only gearbox available with the GT500, has been considerably strengthened. The helix angle of the gears has been changed for more torque capacity, and both the case and the internal bearings have been strengthened. The new clutch, a dual-disc unit from ZF, has a significantly stronger springs, increased clamping load and higher performance friction material.
Another key piece of the 2013 Shelby GT500's driveline is the new driveshaft, a single carbon-fiber piece that has 36 percent more torque capacity yet weighs 14.4 lb. less than the steel 2-piece unit used previously. SVT engineers praise the stiffness of this piece, and add that its perfect balance is very much appreciated in a car with a 202-mph top speed. And it must be stated that one of the reasons this GT500 has such a high top speed is its high 3.31:1 final-drive gearing, which is made possible by all that torque. This also has the added benefit of improving the car's EPA mileage from 15 mpg city/23 mpg highway to 15/24. No need to pay a gas-guzzler tax here, a fact that was also true in the previous GT500, a car that was electronically limited to 155 mph.
2013 Ford Mustang Shelby GT500
Heat, Heat, Go Away
Heat soak is always a concern with supercharged high-performance engines, and SVT has gone to great lengths to make sure it's not an issue with the 2013 Shelby GT500. The intercooler's heat exchanger, mounted in the nose of this Mustang, is thicker, taller and wider than the previous unit, some 36 percent larger than the last GT500's, and it works with a more efficient charge air cooler mounted below the blower. Moreover, the pistons are now cooled by oil squirters, and there's nothing in the grille area that might even begin to impeded airflow into the nose of the car. The cooling fans now have six blades versus five, and they're driven by more powerful motors. Moreover, the fan shrouds have special ports that open at speed to allow more air across the all-important radiator. Lastly, the oil capacity and coolant capacity have both been increased.
If you plan to have some road course fun with your new 2013 Shelby GT500, order your car with the $2995 Track Package. This fits the base GT500 ($54,995) with an external engine oil cooler, plus coolers for the differential and transmission. Although this adds some weight to the car (SVT won't specify how much), the Track Package provides good piece of mind to anybody who will be seriously hard on their car.
2013 Ford Mustang Shelby GT500
Every buyer of the new 2013 Shelby GT500, however, should order the $3495 Performance Package. This includes a Torsen limited-slip diff, sportier springs, larger anti-roll bars and, most important, cockpit-selectable Bilstein dampers with Normal and Sport settings.
In what is likely a direct response to the Chevy Camaro ZL1 and its superb magnetorheological suspension, these monotube shock absorbers transform the GT500, making it civil in everyday situations yet sporty on the track. There's a big difference in ride quality between the two settings, and although the ride is very comfortable in Normal, the damping remains excellent and the car is still quite fun on a twisty road. In Sport, which is essentially a setting for the track, the ride is a bit harsh, but it's a small price to pay for the composure it gives the car on a fast and unforgiving track like Road Atlanta. For the record, the GT500 was tuned all around the world, at the Nürburgring, Grattan in Michigan, VIR and even a couple of endurance tests at bumpy Sebring, where Carroll Shelby was able to sample the car (and even spin it out a couple of times!) late last year before falling ill.
2013 Ford Mustang Shelby GT500
In short, the new Bilsteins work wonders for the GT500, aided by sticky Goodyear Eagle Supercar G:2 tires that have been built specifically for this car. The 265/40ZR-19 front tires have been tuned for maximum lateral grip, to help the car change direction, whereas the 285/35ZR-20 rears (the max width that will fit) emphasize excellent forward bite. The break-away characteristics under power are quite smooth and controllable, as long as the driver is reasonably judicious with the throttle.
Huge Brembos, with 15.0-in. front rotors clamped by 6-piston calipers, are always at the ready, aided by 13.8-in vented rears and a new Super Dot 4 brake fluid with a higher boiling point.
2013 Ford Mustang Shelby GT500 convertible
On the Road Atlanta track, the 3852-lb. GT500, which has 56 percent of its weight on its front wheels, bends into corners with surprising aplomb, not up to Corvette Z06 levels but still able to carry lots of speed thanks in part to a 1.4-mm-larger front anti-roll bar and 1 degree of negative camber (the previous GT500 had 0.8 degrees).
On the Atlanta Dragway, we sampled Launch Control, a new technology on the 2013 GT500 that's designed for dry high-grip situations and is intended to make typical GT500 drivers be able to post excellent acceleration numbers. Here's how: With traction control off, push the LC button on the left side of the dash. Clutch in. Put it in 1st. Then floor the throttle, at which point the rpm stay at a predetermined setting. Next, the driver lets out the clutch and keeps the accelerator pinned while the ECM expertly manages wheelspin via automatic brake and throttle intervention.
2013 Ford Mustang Shelby GT500
It works well. I was able to post several quarter-mile passes in the 12.3 second range, at around 120 mph. And one of the SVT engineers said that 9 times out of 10, he's faster with Launch Control than without. What makes the Ford different from other launch controls? Via controls on the steering wheel, the launch rpm can be varied in 100-rpm increments to suit the conditions. For the record, Ford says the GT500 can hit 60 mph in 3.7 seconds and blast through the quarter mile in 11.7 sec at 135 mph, figures that are very similar to the Ford GT supercar's. Sixty, of note, is reached in 1st gear, so that time is unaffected by a gear change.
On the road, the GT500 feels fast, but it lacks the absolute smack-in-the-back hit of a Corvette Z06 in a roll-on test in, say, 3rd gear. Chalk it up to its several hundred pounds of extra weight and high gearing that finds the car loafing along at 1450 rpm at 60 mph in 6th gear. And at 100 mph, the engine is only turning 2000 rpm. Nevertheless, it's still quite potent, and even though the clutch pedal is a tad heavy, the GT500 is a remarkably easy car to drive. Do, however, keep the traction control on for a while, as this car can easily spin its rear wheels in 1st, 2nd and 3rd gears.
Video window may take a few moments to load...<CENTER>2013 Shelby GT500 Burnout</CENTER>
Decisions, Decisions...
So, what would we choose: the Boss 302 or the 2013 Shelby GT500? It's a tough call because they are very different cars. The Boss is for road racing, a pure delight with its lighter weight, shorter gearing and more pointable nature. But the GT500, with its cockpit-adjustable dampers and new launch control software, is super impressive in its reasonable price (given its power) and its ability to wear three hats well—that of "Dragstrip King, Road Course Warrior and Boulevard Cruiser," in the words of Steve Ling, the SVT Marketing Manager. And with only about 4000 Shelby GT500s expected to be sold per year, why not buy the most potent Mustang you can buy?
Ford Mustang Boss 302
When we asked the SVT folks about the GT500's test times around the Nürburgring Nordschleife in Germany, they politely declined to answer the question. They did, however, encourage us to pit the car against the Chevy Camaro ZL1 on any track, at any time. Here's my quick seat of the pants assessment: I suspect the GT500 will be faster in acceleration, but the ZL1, though heavier, will perhaps have a slight cornering advantage because it's wider and feels like it has a lower enter of gravity.
Needless to say, we plan to take the SVT folks up on their offer...
<!-- right column --><!-- at a glance --><!-- /at a glance --><!-- car make:Ford Car Buying Guide- RoadandTrack.com has Ford Car Buying Tools \nmake state: published \ncar model:Ford Mustang Car Buying Guide- Get a Quote on the Ford Mustang at RoadandTrack.com- Car Buying \nmodel state: published \nshowlink model: \nrelated_items count: 5-->TOP COMPETITORS
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More
<TABLE class=default border=0 width=186><TBODY><TR><TD>
</TD></TR><TR><TD>20 Hot Convertibles
2013 Ford Shelby GT500 Convertible >>
</TD></TR><TR><TD>
</TD></TR><TR><TD>
</TD></TR><TR><TD>2012 Chicago Show
2013 Ford Shelby GT500 Convertible >>
</TD></TR><TR><TD>
</TD></TR><TR><TD>
</TD></TR><TR><TD>First Look
2013 Ford Mustang GT500 Convertible >>
</TD></TR><TR><TD>
</TD></TR><TR><TD>
</TD></TR><TR><TD>First Ride
2013 Ford Shelby GT500 >>
</TD></TR><TR><TD>
</TD></TR><TR><TD>
</TD></TR><TR><TD>2011 Los Angeles Show
New 2013 Ford Mustangs Revealed >>
</TD></TR></TBODY></TABLE>
<!-- /rt-col -->
<!-- tags, pager -->Pages: 1 Photos
Member's, Post your comments: Do you like ? Yes/No ?
We must keep `up with what's out there on our roads
At long last, a production Mustang that will exceed 200 mph!
By Andrew Bornhop
May 21, 2012
Slideshow >><IMG title="More from Ford >>" alt="More from Ford >>" src="http://www.roadandtrack.com/var/ezflow_site/storage_RT_NEW/storage/images/make/ford/flippers/driven-2013-ford-shelby-gt500/2883783-2-eng-US/driven-2013-ford-shelby-gt500_rt_article_gallery_image.jpg" width=166 height=102>More from Ford >>
<!--/photos-video-wrapper-->
<!-- /Main photo wrapper --><!-- test output end: --><!-- the article, at a glance, downloads, top competitors, from buying guide --><!-- left column -->Hard to believe, but Ford now sells a 662-bhp Mustang. That's right, the new 2013 Shelby GT500 boasts six hundred and sixty two horsepower. Wow. That's more power than the Corvette ZR1. Ford, in fact, says this supercharged new 5.8-liter V-8 is the most powerful engine ever in a North American production car.
No argument here. With 662 bhp on tap at 6250 rpm and 631 lb.-ft. of torque arriving at 4000 rpm, this new aluminum-block powerplant truly is a beast, giving the GT500 a top speed of 202 mph—reached in 5th gear during testing at the Nardo track in Italy. And while it may be tempting to call this new 2013 Shelby GT500 a front-heavy straight-line rocket, Ford's SVT crew has improved the car in several areas to create a well-balanced GT that's totally at home on a road course yet remarkably civil in everyday situations.
2013 Ford Mustang Shelby GT500
Big, Big Power
The heart of the new 2013 Shelby GT500 is its dohc 5.8-liter V-8, which has the same stroke as the previous 5.4 but has had its bore increased from 90.5 to 93.5 mm. This 32-valve V-8, with block cast by Hansel in Germany, is built to produce (and handle) all that new power, with forged crank, pistons and rods, camshafts similar to those used in the Ford GT supercar, increased fuel injector flow, improved head gaskets and robust Stellite-faced exhaust valves that withstand the added cylinder pressure. Of note, the redline remains at 6250 rpm, but an over-rev function to 7000 rpm is allowed for up eight seconds, in part to help the GT500 from hitting its rev limiter during a shifts in acceleration runs so 0-60 mph and quarter-mile times can be faster.
Other vitals: The compression ratio has been bumped from 8.4 to 9.0:1, and peak boost—provided by a new 2.3-liter Roots-type TVS blower with a 33 percent larger inlet and a 69-mm pulley (down from 72)—has risen from 9 psi to 14. The previous 5.4 had cast-iron cylinder liners, whereas the 5.8-liter V-8—a true 351 cubic inch V-8—employs plasma-transferred wire arc cylinder liner technology. This super thin (150 microns) spray-on bore surface saves about 1 lb. per cylinder while having the added benefit of reduced friction, less heat transfer and improved durability.
2013 Ford Mustang Shelby GT500
With further regard to durability, the 6-speed manual transmission, the only gearbox available with the GT500, has been considerably strengthened. The helix angle of the gears has been changed for more torque capacity, and both the case and the internal bearings have been strengthened. The new clutch, a dual-disc unit from ZF, has a significantly stronger springs, increased clamping load and higher performance friction material.
Another key piece of the 2013 Shelby GT500's driveline is the new driveshaft, a single carbon-fiber piece that has 36 percent more torque capacity yet weighs 14.4 lb. less than the steel 2-piece unit used previously. SVT engineers praise the stiffness of this piece, and add that its perfect balance is very much appreciated in a car with a 202-mph top speed. And it must be stated that one of the reasons this GT500 has such a high top speed is its high 3.31:1 final-drive gearing, which is made possible by all that torque. This also has the added benefit of improving the car's EPA mileage from 15 mpg city/23 mpg highway to 15/24. No need to pay a gas-guzzler tax here, a fact that was also true in the previous GT500, a car that was electronically limited to 155 mph.
2013 Ford Mustang Shelby GT500
Heat, Heat, Go Away
Heat soak is always a concern with supercharged high-performance engines, and SVT has gone to great lengths to make sure it's not an issue with the 2013 Shelby GT500. The intercooler's heat exchanger, mounted in the nose of this Mustang, is thicker, taller and wider than the previous unit, some 36 percent larger than the last GT500's, and it works with a more efficient charge air cooler mounted below the blower. Moreover, the pistons are now cooled by oil squirters, and there's nothing in the grille area that might even begin to impeded airflow into the nose of the car. The cooling fans now have six blades versus five, and they're driven by more powerful motors. Moreover, the fan shrouds have special ports that open at speed to allow more air across the all-important radiator. Lastly, the oil capacity and coolant capacity have both been increased.
If you plan to have some road course fun with your new 2013 Shelby GT500, order your car with the $2995 Track Package. This fits the base GT500 ($54,995) with an external engine oil cooler, plus coolers for the differential and transmission. Although this adds some weight to the car (SVT won't specify how much), the Track Package provides good piece of mind to anybody who will be seriously hard on their car.
2013 Ford Mustang Shelby GT500
Every buyer of the new 2013 Shelby GT500, however, should order the $3495 Performance Package. This includes a Torsen limited-slip diff, sportier springs, larger anti-roll bars and, most important, cockpit-selectable Bilstein dampers with Normal and Sport settings.
In what is likely a direct response to the Chevy Camaro ZL1 and its superb magnetorheological suspension, these monotube shock absorbers transform the GT500, making it civil in everyday situations yet sporty on the track. There's a big difference in ride quality between the two settings, and although the ride is very comfortable in Normal, the damping remains excellent and the car is still quite fun on a twisty road. In Sport, which is essentially a setting for the track, the ride is a bit harsh, but it's a small price to pay for the composure it gives the car on a fast and unforgiving track like Road Atlanta. For the record, the GT500 was tuned all around the world, at the Nürburgring, Grattan in Michigan, VIR and even a couple of endurance tests at bumpy Sebring, where Carroll Shelby was able to sample the car (and even spin it out a couple of times!) late last year before falling ill.
2013 Ford Mustang Shelby GT500
In short, the new Bilsteins work wonders for the GT500, aided by sticky Goodyear Eagle Supercar G:2 tires that have been built specifically for this car. The 265/40ZR-19 front tires have been tuned for maximum lateral grip, to help the car change direction, whereas the 285/35ZR-20 rears (the max width that will fit) emphasize excellent forward bite. The break-away characteristics under power are quite smooth and controllable, as long as the driver is reasonably judicious with the throttle.
Huge Brembos, with 15.0-in. front rotors clamped by 6-piston calipers, are always at the ready, aided by 13.8-in vented rears and a new Super Dot 4 brake fluid with a higher boiling point.
2013 Ford Mustang Shelby GT500 convertible
On the Road Atlanta track, the 3852-lb. GT500, which has 56 percent of its weight on its front wheels, bends into corners with surprising aplomb, not up to Corvette Z06 levels but still able to carry lots of speed thanks in part to a 1.4-mm-larger front anti-roll bar and 1 degree of negative camber (the previous GT500 had 0.8 degrees).
On the Atlanta Dragway, we sampled Launch Control, a new technology on the 2013 GT500 that's designed for dry high-grip situations and is intended to make typical GT500 drivers be able to post excellent acceleration numbers. Here's how: With traction control off, push the LC button on the left side of the dash. Clutch in. Put it in 1st. Then floor the throttle, at which point the rpm stay at a predetermined setting. Next, the driver lets out the clutch and keeps the accelerator pinned while the ECM expertly manages wheelspin via automatic brake and throttle intervention.
2013 Ford Mustang Shelby GT500
It works well. I was able to post several quarter-mile passes in the 12.3 second range, at around 120 mph. And one of the SVT engineers said that 9 times out of 10, he's faster with Launch Control than without. What makes the Ford different from other launch controls? Via controls on the steering wheel, the launch rpm can be varied in 100-rpm increments to suit the conditions. For the record, Ford says the GT500 can hit 60 mph in 3.7 seconds and blast through the quarter mile in 11.7 sec at 135 mph, figures that are very similar to the Ford GT supercar's. Sixty, of note, is reached in 1st gear, so that time is unaffected by a gear change.
On the road, the GT500 feels fast, but it lacks the absolute smack-in-the-back hit of a Corvette Z06 in a roll-on test in, say, 3rd gear. Chalk it up to its several hundred pounds of extra weight and high gearing that finds the car loafing along at 1450 rpm at 60 mph in 6th gear. And at 100 mph, the engine is only turning 2000 rpm. Nevertheless, it's still quite potent, and even though the clutch pedal is a tad heavy, the GT500 is a remarkably easy car to drive. Do, however, keep the traction control on for a while, as this car can easily spin its rear wheels in 1st, 2nd and 3rd gears.
Video window may take a few moments to load...<CENTER>2013 Shelby GT500 Burnout</CENTER>
Decisions, Decisions...
So, what would we choose: the Boss 302 or the 2013 Shelby GT500? It's a tough call because they are very different cars. The Boss is for road racing, a pure delight with its lighter weight, shorter gearing and more pointable nature. But the GT500, with its cockpit-adjustable dampers and new launch control software, is super impressive in its reasonable price (given its power) and its ability to wear three hats well—that of "Dragstrip King, Road Course Warrior and Boulevard Cruiser," in the words of Steve Ling, the SVT Marketing Manager. And with only about 4000 Shelby GT500s expected to be sold per year, why not buy the most potent Mustang you can buy?
Ford Mustang Boss 302
When we asked the SVT folks about the GT500's test times around the Nürburgring Nordschleife in Germany, they politely declined to answer the question. They did, however, encourage us to pit the car against the Chevy Camaro ZL1 on any track, at any time. Here's my quick seat of the pants assessment: I suspect the GT500 will be faster in acceleration, but the ZL1, though heavier, will perhaps have a slight cornering advantage because it's wider and feels like it has a lower enter of gravity.
Needless to say, we plan to take the SVT folks up on their offer...
<!-- right column --><!-- at a glance --><!-- /at a glance --><!-- car make:Ford Car Buying Guide- RoadandTrack.com has Ford Car Buying Tools \nmake state: published \ncar model:Ford Mustang Car Buying Guide- Get a Quote on the Ford Mustang at RoadandTrack.com- Car Buying \nmodel state: published \nshowlink model: \nrelated_items count: 5-->TOP COMPETITORS
- Chevrolet Camaro ZL1
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» Overview<!-- » User Ratings -->» Photos & 360° View» Specs» Prices w/Options<!-- » Get Quote -->
More
<TABLE class=default border=0 width=186><TBODY><TR><TD>
</TD></TR><TR><TD>20 Hot Convertibles2013 Ford Shelby GT500 Convertible >>
</TD></TR><TR><TD>
</TD></TR><TR><TD>
</TD></TR><TR><TD>2012 Chicago Show2013 Ford Shelby GT500 Convertible >>
</TD></TR><TR><TD>
</TD></TR><TR><TD>
</TD></TR><TR><TD>First Look2013 Ford Mustang GT500 Convertible >>
</TD></TR><TR><TD>
</TD></TR><TR><TD>
</TD></TR><TR><TD>First Ride2013 Ford Shelby GT500 >>
</TD></TR><TR><TD>
</TD></TR><TR><TD>
</TD></TR><TR><TD>2011 Los Angeles ShowNew 2013 Ford Mustangs Revealed >>
</TD></TR></TBODY></TABLE>
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<!-- tags, pager -->Pages: 1 Photos
Last edited by Space; 05-21-2012 at 06:47 AM.
#2
05-21-2012, 06:35 AM
2013 Ford Taurus SHO
2013 Ford Taurus SHO with Performance Package - First Drive ? Member's do you like it or not ? Post your thoughts ? 
Attacking Grattan Raceway in the sportier new 2013 SHO.
By Peter Egan
May 16, 2012
Slideshow >>
More from Ford >>
<!--/photos-video-wrapper-->
<!-- /Main photo wrapper --><!-- test output end: --><!-- the article, at a glance, downloads, top competitors, from buying guide --><!-- left column -->Ford’s Super High Output team invited us this week to a little lapping session at Grattan Raceway in Michigan to sample a more track-ready version of new 2013 Taurus SHO. Seems they’ve added an optional $1995 Performance Package added to what is already a pretty hot and well-developed $39,995 (base unadorned price) performance sedan.
Video window may take a few moments to load...<CENTER></CENTER>
There are no package upgrades to the potent 3.5-liter twin-turbo EcoBoost V6 engine, which puts out an impressive 365 bhp, along with 350 lb.-ft. of torque from a low-down 1700 rpm on up. Likewise, the 6-speed automatic transmission, with its paddle shifters and aggressive Sport mode, remains unchanged. Both are mated to an awd system that drives the front wheels and progressively feeds torque to the rear wheels as needed. All nice stuff.
2013 Ford Taurus SHO with Performance Package
So What Needed Changing?
Well, Ford engineer Mark Lecrone told me they wanted to build a version for the hard-core enthusiast who likes to do track days. He explained all changes are geared to make the car more durable and cool-running so you can run on the track all day without heat worries and still drive home, pick up the kids at school and park in your garage. (No one will ever know.) To that end, they’ve modified the brakes, suspension and Power Take-Off unit.
2013 Ford Taurus SHO with Performance Package
The brakes get a larger master cylinder bore for a pedal ratio change that gives you less travel at the top of the pedal for a firmer feel, and the rear vented brake rotors are 30 percent larger. The already massive vented front rotors get dual piston 48-mm calipers with performance friction pads, and the pistons themselves have high-temp dust boots and seals that pull the pads more effectively away from the discs for less heat buildup.
2013 Ford Taurus SHO with Performance Package
Chassis upgrades include stiffer front springs to reduce understeer and a front anti-roll bar that’s actually a little smaller to get the car to roll and pitch in a more predictable and balanced fashion. The shock absorbers have been modified for better low-speed damping, and the electric-assist steering has been recalibrated for better feedback from the big 20-in Goodyear Eagle F1 245/45 tires mounted on distinctive SHO cookie-cutter style wheels.
Extra track-day heat is carried away by a pair of water-to-oil coolers plumed into a radiator core with extra capacity. One helps the PTO on the transmission to run 16 percent cooler, and the other cools the engine oil.
2013 Ford Taurus SHO with Performance Package
In our lapping session I found the car surprisingly civilized, supple and quiet, despite its ability to turn in nicely and then drift in controlled, balanced fashion. The engine is blazingly fast down the straights and comes off the corners with hard-hitting torque (and makes a lovely sound while doing it), and the easily modulated brakes have no trouble catching the line drive to shortstop. For a big car, it bleeds off speed easily and impressively.
2013 Ford Taurus SHO with Performance Package
Complaints? Well, the seat bolsters could be more supportive for this level of track grip, and the tach face is about the size of your wristwatch. Also, I found the automatic upshifts in the Sport mode to be a bit conservative while coming off corners—though they got better the more you put your foot in it. Still, the paddle shifters are the way to go when true fun and instant gratification are called for.
2013 Ford Taurus SHO with Performance Package
In a strange way, the 2013 Ford Taurus SHO almost seems like a 21st century version of what the Jaguar Mk. II was in the Sixties—a genuinely civilized and comfortable luxury car that just happens to be quite at home on the race track. Agreeable meets aggressive halfway, with little compromise on either side.
<!-- right column --><!-- at a glance --><!-- /at a glance --><!-- car make:Ford Car Buying Guide- RoadandTrack.com has Ford Car Buying Tools \nmake state: published \ncar model:Ford Taurus Car Buying Guide- Get a Quote on the Ford Taurus at RoadandTrack.com- Car Buying \nmodel state: published \nshowlink model: \nrelated_items count: 5-->TOP COMPETITORSFord Taurus »
» Overview<!-- » User Ratings -->» Photos & 360° View» Specs» Prices w/Options<!-- » Get Quote -->
MORE
<TABLE border=0 width=186><TBODY><TR><TD>
</TD></TR><TR><TD>2011 New York Auto Show
2013 Ford Taurus »
</TD></TR><TR><TD></TD></TR><TR><TD>
</TD></TR><TR><TD>Spy Shots
Caught Testing: 2012 Ford Taurus SHO »
</TD></TR></TBODY></TABLE>
<!-- /rt-col -->
<!-- tags, pager -->Pages: 1 Photos
Attacking Grattan Raceway in the sportier new 2013 SHO.
By Peter Egan
May 16, 2012
Slideshow >>More from Ford >><!--/photos-video-wrapper-->
<!-- /Main photo wrapper --><!-- test output end: --><!-- the article, at a glance, downloads, top competitors, from buying guide --><!-- left column -->Ford’s Super High Output team invited us this week to a little lapping session at Grattan Raceway in Michigan to sample a more track-ready version of new 2013 Taurus SHO. Seems they’ve added an optional $1995 Performance Package added to what is already a pretty hot and well-developed $39,995 (base unadorned price) performance sedan.
Video window may take a few moments to load...<CENTER></CENTER>
There are no package upgrades to the potent 3.5-liter twin-turbo EcoBoost V6 engine, which puts out an impressive 365 bhp, along with 350 lb.-ft. of torque from a low-down 1700 rpm on up. Likewise, the 6-speed automatic transmission, with its paddle shifters and aggressive Sport mode, remains unchanged. Both are mated to an awd system that drives the front wheels and progressively feeds torque to the rear wheels as needed. All nice stuff.
2013 Ford Taurus SHO with Performance Package
So What Needed Changing?
Well, Ford engineer Mark Lecrone told me they wanted to build a version for the hard-core enthusiast who likes to do track days. He explained all changes are geared to make the car more durable and cool-running so you can run on the track all day without heat worries and still drive home, pick up the kids at school and park in your garage. (No one will ever know.) To that end, they’ve modified the brakes, suspension and Power Take-Off unit.
2013 Ford Taurus SHO with Performance Package
The brakes get a larger master cylinder bore for a pedal ratio change that gives you less travel at the top of the pedal for a firmer feel, and the rear vented brake rotors are 30 percent larger. The already massive vented front rotors get dual piston 48-mm calipers with performance friction pads, and the pistons themselves have high-temp dust boots and seals that pull the pads more effectively away from the discs for less heat buildup.
2013 Ford Taurus SHO with Performance Package
Chassis upgrades include stiffer front springs to reduce understeer and a front anti-roll bar that’s actually a little smaller to get the car to roll and pitch in a more predictable and balanced fashion. The shock absorbers have been modified for better low-speed damping, and the electric-assist steering has been recalibrated for better feedback from the big 20-in Goodyear Eagle F1 245/45 tires mounted on distinctive SHO cookie-cutter style wheels.
Extra track-day heat is carried away by a pair of water-to-oil coolers plumed into a radiator core with extra capacity. One helps the PTO on the transmission to run 16 percent cooler, and the other cools the engine oil.
2013 Ford Taurus SHO with Performance Package
In our lapping session I found the car surprisingly civilized, supple and quiet, despite its ability to turn in nicely and then drift in controlled, balanced fashion. The engine is blazingly fast down the straights and comes off the corners with hard-hitting torque (and makes a lovely sound while doing it), and the easily modulated brakes have no trouble catching the line drive to shortstop. For a big car, it bleeds off speed easily and impressively.
2013 Ford Taurus SHO with Performance Package
Complaints? Well, the seat bolsters could be more supportive for this level of track grip, and the tach face is about the size of your wristwatch. Also, I found the automatic upshifts in the Sport mode to be a bit conservative while coming off corners—though they got better the more you put your foot in it. Still, the paddle shifters are the way to go when true fun and instant gratification are called for.
2013 Ford Taurus SHO with Performance Package
In a strange way, the 2013 Ford Taurus SHO almost seems like a 21st century version of what the Jaguar Mk. II was in the Sixties—a genuinely civilized and comfortable luxury car that just happens to be quite at home on the race track. Agreeable meets aggressive halfway, with little compromise on either side.
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#4
05-21-2012, 07:52 AM
2013 Ford Shelby GT500 First Test
(More) Power to the People: Ford's New 662-HP Beast Reclaims the High Ground, Posts 11.6-Second Quarter
May 21, 2012
By Scott Mortara
| Photos The Manufacturer, Wesley Allison
<A style="DISPLAY: block" class="addthis_counter addthis_pill_style" href="http://www.motortrend.com/roadtests/coupes/1205_2013_ford_shelby_gt500_first_test/#" rel=nofollow>
The great Pony Car War has been raging longer than many of us have been alive, with countless skirmishes between Chevrolet and Ford over the last 40-plus years. The latest battle began with the arrival of Chevy's new 580-hp Camaro ZL1. But Ford has quickly regained the high ground with its all-new 2013 Ford Shelby GT500. Boasting 662 horsepower and 631 lb-ft of torque, the GT500 is the most powerful production car made in America and a fitting tribute to the late Carroll Shelby -- one of the leading generals in Ford's decades-long war against Chevy.
For our first official drive of the 2013 GT500, we headed to Atlanta, where we sampled the latest super 'Stang at the track and out on the open road. Rolling along on the highway, the GT500's extra horsepower and torque isn't as noticeable as you might think. For instance, in top gear at around 80 mph, turning roughly 1500 rpm, it's a complete pussycat, with minimal engine and exhaust noise. No, it's the getting to 80 that's the fun part. Hammer it from a stop and the rush of 631 lb-ft engulfs your body, pinning your head and torso to the optional Recaro bucket as the GT500 blasts from 0-60 mph in a scant 3.5 seconds, on toward a quarter-mile time of 11.6 seconds at 125.7 mph. For context, the previous GT500, which put out a relatively pedestrian 550 hp and 510 lb-ft, needed 4.1 seconds to reach 60 and 12.4 seconds at 115.8 mph to eclipse the quarter, while the aforementioned ZL1 required 3.8 and 12.1 @ 117.4, respectively. Big power equals big improvements for the GT500. But beware of that big power: get too overzealous with the throttle, and the tires will quickly resemble burnt toast. Luckily, the new GT500's obscene power is absolutely controllable.
So how do you control 662 horses? Launch control. First seen on the Boss 302, the new launch control system in the GT500 has been upgraded with RPM hold, a feature intended for the more advanced drag racer. Set the desired RPM via the track app screen, flat-foot the throttle, quickly lift off the clutch -- but don't dump or sidestep - and the system slips the clutch and feeds power in relation to the traction available. You can turn on the launch control at any time by pushing the button on the dash, but it is only active once the vehicle is up to operating temperature. During testing, full launch control with traction intervention provided the fastest and most repeatable runs. The test team was wary of getting enough traction (a reasonable concern when you have 662 horsepower), but the new system allowed for easy launches: simply dial in the revs, release the clutch, and hold on.
One trait we noticed during the drive was that the clutch is much stiffer than in cooking-grade Mustangs, but not difficult to operate. Upgraded to handle the increased torque, the clutch is 10 mm larger than that in the 2012 GT500, with stronger springs and higher-performance friction material. Further, the clutch housing has been strengthened and there's a 33-percent increase in the clutch clamp. Ford also made the engagement point higher on the clutch pedal uptake and revised the shifter of the Tremec 6-speed manual. Roughly the same as that in the 2012 GT500, but with every component improved, the tweaked Tremec boasts stronger gears and an output shaft with a new 40-tooth setup. As a result, some of the shifter's notchiness is gone, which makes it easier to get in and out of gear, but you still can't rush it. The GT500 now also comes with a one-piece carbon fiber driveshaft. Another key to cracking the 200-mph barrier, according to Ford, the driveshaft is 14 pounds lighter, helping reduce rotational inertia, noise, and vibration, while increasing durability.
Since our drive consisted of smooth highway miles for most of the way, we didn't get much of a chance to truly experience the differences between the car's comfort and sportsuspension settings. All-new Bilstein electronically adjustable dampers, part of the SVT Performance Package, are adjustable front and rear, and can be set to normal or sport with the simple push of a button. Normal provides a smooth and comfortable highway ride while sport is specifically tuned for race-track use or a Sunday drive on a favorite canyon road. Not surprising, over the few seams and road irregularities we did encounter, the softer setting seemed to absorb the imperfections, while sport relayed every nook and cranny. It doesn't rattle your teeth but it feels noticeably firmer. New 19-inch front/20-inch rear forged wheels were also deemed necessary in order to help handle the GT500's higher performance capabilities. Nodules protruding from the wheels' bead surfaces embed in the tires (still Goodyear Eagle F1 Supercar G:2) to help prevent the tire from slipping on the rim under hard acceleration and braking.
The track was where we really got to experience how the new GT500 differs from the previous car. Whereas the old car tended to exhibit front-end push, the 2013 displays crisper turn-in, the front Goodyears really biting into the asphalt and responding quickly to steering inputs, allowing you to be more aggressive with the throttle application mid-corner. In comfort mode there's a hint of body roll, but in sport the car stays nice and flat. With all that extra power and torque, it's easy to kick the rear end out, but -- unlike the old car -- when you get the rear loose in the 2013 GT500, its slide is progressive. The last-gen car would start to go, then suddenly it was gone. The 2013 is far more predictable, so it's easier to modulate exactly how far you want to swing the rear out.
During our figure-eight testing, the GT500 posted an impressive 24.2 sec @ 0.80 g result, managing an equally impressive 0.98 g (avg) lateral acceleration. Even better: comparing the new Shelby to its predecessor, testing director Kim Reynolds declared it, "simply a much easier car to drive." Part of the improvement is attributable to the Torsen differential -- another piece of the SVT Performance Package - that provides a full-time torque-sensing system to help optimize traction and handling. Still, the old car, while more of a handful, was no slouch, edging its successor with a figure-eight time of 24.0 sec @ 0.82 g and maximum lateral acceleration of 1.01 g (avg).
"You do have to countersteer a fair amount at times, but it isn't excessive and you can easily stay ahead of the tail; it's never snapping so quickly that your arms have to race to catch it," Reynolds added. "That said, you do need to respect the power here; you absolutely cannot just slam down the pedal exiting a corner. It has to be fed in."
In order to achieve the GT500's monumental performance increase, Ford first upped the engine displacement from 5.4 liters to 5.8 liters. Since the cylinder walls were thinner, Ford used plasma-transferred wire arc cylinder-liner coating technology, replacing the old cast-iron-sleeve design. The new liners improve performance and durability while also reducing friction and lowering heat transfer. The cylinder heads have been cross-drilled into the engine block, adding 3 mm coolant passages. Oil-squirters have been aimed at the underside of the piston to help keep heat in check. Ford extensively reworked the rest of the cooling system of the GT500 in order to further beat the heat. All GT500's have a charge air cooler with its own separate heat exchanger fed by a separate coolant pump. If you opt for the SVT Track Package, you also get an axle-cooler and pump, a transmission cooler, and an external engine-oil-to-air cooler.
The engine internals of the 2013 GT500's 5.8-liter have all been redesigned or modified. A cast aluminum oil pan allows for complex shapes and now holds 8.5 quarts. The windage tray/pan gasket keeps windage below 5 percent, even at high RPM. The new forged-steel crankshaft was developed in an effort to handle the extra strain on the low end. A bigger engine needs more fuel, so the injectors have been increased from 47 lb/hour to 55 lb/hour. To deliver all that juice, two 5.0-liter Mustang pumps were added, capable of pumping 79 gallons per hour. Force feeding the new 5.8-liter is a new Eaton 2.3L Roots-type supercharger that has an increased displacement over the 5.4-liter and uses a smaller pulley at 69 mm compared to 72 mm.
To help achieve the lofty 200-mph top-speed goal Ford set for the new GT500, significant modifications had to be made to the car's front end. Every opening has been modified or enlarged to minimize drag, maximize downforce, and improve cooling. The most noticeable changes are the new front splitter and downforce-generating front grilles. Ford says the changes have resulted in a 14-percent reduction in drag and a 66-percent increase in front-end downforce -- essential to getting the GT500 to its claimed 200-mph Vmax, which engineers had personally promised Carroll Shelby they would deliver.
To be an all around performance vehicle, the GT500 has to stop as well as it accelerates, and it more than gets the job done, erasing 60 mph in just 101 feet (the previous GT500 needed 104 feet, the ZL1 needed 108 feet). The test team did report that the brakes started to smell after several hard stops, but they did not feel any noticeable fade. Ticking the Performance Package box gets you a larger front stabilizer bar (34.6 mm -- an increase of 1.4 mm), which helps keep the GT500 flatter, minimizing body roll during cornering. The front brakes have massive 15-inch vented Brembo rotors and 6-piston Brembo aluminum front calipers with high-performance friction pads. The rear brakes are 13.8-inches (2-inches larger than a Mustang GT's) with single-piston calipers. New front-brake dustshields help protect parts from heat while providing maximum cooling airflow.
Even with all this newfound power, the 2013 GT500 is more livable and user friendly than it ever was before. Ford has improved its monster Mustang in every way possible -- better handling, more technology , increased power, and even a 1-mpg improvement in highway fuel economy (avoiding the gas-guzzler tax). This is truly is the most potent factory pony car the Blue Oval has ever produced. Savor it while you can because this is likely the last major change we will see to the GT500 before the next-generation Mustang debuts with an independent rear suspension. Will that car make 700 hp? If it's still wearing the Shelby name, you can bet the answer will be a resounding yes.Next Page >>
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(More) Power to the People: Ford's New 662-HP Beast Reclaims the High Ground, Posts 11.6-Second Quarter
May 21, 2012
By Scott Mortara
| Photos The Manufacturer, Wesley Allison
<A style="DISPLAY: block" class="addthis_counter addthis_pill_style" href="http://www.motortrend.com/roadtests/coupes/1205_2013_ford_shelby_gt500_first_test/#" rel=nofollow>
The great Pony Car War has been raging longer than many of us have been alive, with countless skirmishes between Chevrolet and Ford over the last 40-plus years. The latest battle began with the arrival of Chevy's new 580-hp Camaro ZL1. But Ford has quickly regained the high ground with its all-new 2013 Ford Shelby GT500. Boasting 662 horsepower and 631 lb-ft of torque, the GT500 is the most powerful production car made in America and a fitting tribute to the late Carroll Shelby -- one of the leading generals in Ford's decades-long war against Chevy.
For our first official drive of the 2013 GT500, we headed to Atlanta, where we sampled the latest super 'Stang at the track and out on the open road. Rolling along on the highway, the GT500's extra horsepower and torque isn't as noticeable as you might think. For instance, in top gear at around 80 mph, turning roughly 1500 rpm, it's a complete pussycat, with minimal engine and exhaust noise. No, it's the getting to 80 that's the fun part. Hammer it from a stop and the rush of 631 lb-ft engulfs your body, pinning your head and torso to the optional Recaro bucket as the GT500 blasts from 0-60 mph in a scant 3.5 seconds, on toward a quarter-mile time of 11.6 seconds at 125.7 mph. For context, the previous GT500, which put out a relatively pedestrian 550 hp and 510 lb-ft, needed 4.1 seconds to reach 60 and 12.4 seconds at 115.8 mph to eclipse the quarter, while the aforementioned ZL1 required 3.8 and 12.1 @ 117.4, respectively. Big power equals big improvements for the GT500. But beware of that big power: get too overzealous with the throttle, and the tires will quickly resemble burnt toast. Luckily, the new GT500's obscene power is absolutely controllable.
So how do you control 662 horses? Launch control. First seen on the Boss 302, the new launch control system in the GT500 has been upgraded with RPM hold, a feature intended for the more advanced drag racer. Set the desired RPM via the track app screen, flat-foot the throttle, quickly lift off the clutch -- but don't dump or sidestep - and the system slips the clutch and feeds power in relation to the traction available. You can turn on the launch control at any time by pushing the button on the dash, but it is only active once the vehicle is up to operating temperature. During testing, full launch control with traction intervention provided the fastest and most repeatable runs. The test team was wary of getting enough traction (a reasonable concern when you have 662 horsepower), but the new system allowed for easy launches: simply dial in the revs, release the clutch, and hold on.
One trait we noticed during the drive was that the clutch is much stiffer than in cooking-grade Mustangs, but not difficult to operate. Upgraded to handle the increased torque, the clutch is 10 mm larger than that in the 2012 GT500, with stronger springs and higher-performance friction material. Further, the clutch housing has been strengthened and there's a 33-percent increase in the clutch clamp. Ford also made the engagement point higher on the clutch pedal uptake and revised the shifter of the Tremec 6-speed manual. Roughly the same as that in the 2012 GT500, but with every component improved, the tweaked Tremec boasts stronger gears and an output shaft with a new 40-tooth setup. As a result, some of the shifter's notchiness is gone, which makes it easier to get in and out of gear, but you still can't rush it. The GT500 now also comes with a one-piece carbon fiber driveshaft. Another key to cracking the 200-mph barrier, according to Ford, the driveshaft is 14 pounds lighter, helping reduce rotational inertia, noise, and vibration, while increasing durability.
Since our drive consisted of smooth highway miles for most of the way, we didn't get much of a chance to truly experience the differences between the car's comfort and sportsuspension settings. All-new Bilstein electronically adjustable dampers, part of the SVT Performance Package, are adjustable front and rear, and can be set to normal or sport with the simple push of a button. Normal provides a smooth and comfortable highway ride while sport is specifically tuned for race-track use or a Sunday drive on a favorite canyon road. Not surprising, over the few seams and road irregularities we did encounter, the softer setting seemed to absorb the imperfections, while sport relayed every nook and cranny. It doesn't rattle your teeth but it feels noticeably firmer. New 19-inch front/20-inch rear forged wheels were also deemed necessary in order to help handle the GT500's higher performance capabilities. Nodules protruding from the wheels' bead surfaces embed in the tires (still Goodyear Eagle F1 Supercar G:2) to help prevent the tire from slipping on the rim under hard acceleration and braking.
The track was where we really got to experience how the new GT500 differs from the previous car. Whereas the old car tended to exhibit front-end push, the 2013 displays crisper turn-in, the front Goodyears really biting into the asphalt and responding quickly to steering inputs, allowing you to be more aggressive with the throttle application mid-corner. In comfort mode there's a hint of body roll, but in sport the car stays nice and flat. With all that extra power and torque, it's easy to kick the rear end out, but -- unlike the old car -- when you get the rear loose in the 2013 GT500, its slide is progressive. The last-gen car would start to go, then suddenly it was gone. The 2013 is far more predictable, so it's easier to modulate exactly how far you want to swing the rear out.
During our figure-eight testing, the GT500 posted an impressive 24.2 sec @ 0.80 g result, managing an equally impressive 0.98 g (avg) lateral acceleration. Even better: comparing the new Shelby to its predecessor, testing director Kim Reynolds declared it, "simply a much easier car to drive." Part of the improvement is attributable to the Torsen differential -- another piece of the SVT Performance Package - that provides a full-time torque-sensing system to help optimize traction and handling. Still, the old car, while more of a handful, was no slouch, edging its successor with a figure-eight time of 24.0 sec @ 0.82 g and maximum lateral acceleration of 1.01 g (avg).
"You do have to countersteer a fair amount at times, but it isn't excessive and you can easily stay ahead of the tail; it's never snapping so quickly that your arms have to race to catch it," Reynolds added. "That said, you do need to respect the power here; you absolutely cannot just slam down the pedal exiting a corner. It has to be fed in."
In order to achieve the GT500's monumental performance increase, Ford first upped the engine displacement from 5.4 liters to 5.8 liters. Since the cylinder walls were thinner, Ford used plasma-transferred wire arc cylinder-liner coating technology, replacing the old cast-iron-sleeve design. The new liners improve performance and durability while also reducing friction and lowering heat transfer. The cylinder heads have been cross-drilled into the engine block, adding 3 mm coolant passages. Oil-squirters have been aimed at the underside of the piston to help keep heat in check. Ford extensively reworked the rest of the cooling system of the GT500 in order to further beat the heat. All GT500's have a charge air cooler with its own separate heat exchanger fed by a separate coolant pump. If you opt for the SVT Track Package, you also get an axle-cooler and pump, a transmission cooler, and an external engine-oil-to-air cooler.
The engine internals of the 2013 GT500's 5.8-liter have all been redesigned or modified. A cast aluminum oil pan allows for complex shapes and now holds 8.5 quarts. The windage tray/pan gasket keeps windage below 5 percent, even at high RPM. The new forged-steel crankshaft was developed in an effort to handle the extra strain on the low end. A bigger engine needs more fuel, so the injectors have been increased from 47 lb/hour to 55 lb/hour. To deliver all that juice, two 5.0-liter Mustang pumps were added, capable of pumping 79 gallons per hour. Force feeding the new 5.8-liter is a new Eaton 2.3L Roots-type supercharger that has an increased displacement over the 5.4-liter and uses a smaller pulley at 69 mm compared to 72 mm.
To help achieve the lofty 200-mph top-speed goal Ford set for the new GT500, significant modifications had to be made to the car's front end. Every opening has been modified or enlarged to minimize drag, maximize downforce, and improve cooling. The most noticeable changes are the new front splitter and downforce-generating front grilles. Ford says the changes have resulted in a 14-percent reduction in drag and a 66-percent increase in front-end downforce -- essential to getting the GT500 to its claimed 200-mph Vmax, which engineers had personally promised Carroll Shelby they would deliver.
To be an all around performance vehicle, the GT500 has to stop as well as it accelerates, and it more than gets the job done, erasing 60 mph in just 101 feet (the previous GT500 needed 104 feet, the ZL1 needed 108 feet). The test team did report that the brakes started to smell after several hard stops, but they did not feel any noticeable fade. Ticking the Performance Package box gets you a larger front stabilizer bar (34.6 mm -- an increase of 1.4 mm), which helps keep the GT500 flatter, minimizing body roll during cornering. The front brakes have massive 15-inch vented Brembo rotors and 6-piston Brembo aluminum front calipers with high-performance friction pads. The rear brakes are 13.8-inches (2-inches larger than a Mustang GT's) with single-piston calipers. New front-brake dustshields help protect parts from heat while providing maximum cooling airflow.
Even with all this newfound power, the 2013 GT500 is more livable and user friendly than it ever was before. Ford has improved its monster Mustang in every way possible -- better handling, more technology , increased power, and even a 1-mpg improvement in highway fuel economy (avoiding the gas-guzzler tax). This is truly is the most potent factory pony car the Blue Oval has ever produced. Savor it while you can because this is likely the last major change we will see to the GT500 before the next-generation Mustang debuts with an independent rear suspension. Will that car make 700 hp? If it's still wearing the Shelby name, you can bet the answer will be a resounding yes.Next Page >>
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#5
05-21-2012, 08:34 AM
I like the Shelby mustang and think it would be fun to drive. The Taurus is a good looking car but the rims look like sunflowers.
#6
05-21-2012, 09:02 AM
I'm just happy that the BIG "3" are making/producing Performance Rides.....Competition is Good 4 everyOne, but
I sure can't afford that many $'s 4 a new one 4-Real..
Thanks for your posts/contributions.
Hi `Lou, thanks for your contributions...I think FORD created those Rim's for the past Flower Children Generation ~>
There must be some now that could afford sunflower Rim's @ the cost of these Rides ~> Wasn't that era in the 60's & 70's ? 
#8
05-22-2012, 08:01 AM
That's definitely a debatable statement. The GT500 only beat the 2012 ZL1 1/4 mile time by .33 of a second. I wouldn't consider that destruction. 
Granted, the GT500 has a higher top speed by about 20mph, but where are you going to find a road that will allow you to run the car up to 200mph? The GT500 will give the ZL1 a run for its money, but I think a stoplight race or a 1/4 mile run between the two would be determined by road condition and driver experience. Even then, I think they would be fender to fender going through the trap.
The GT500 only beat the 2012 ZL1 1/4 mile time by .33 of a second. I wouldn't consider that destruction. Granted, the GT500 has a higher top speed by about 20mph, but where are you going to find a road that will allow you to run the car up to 200mph? The GT500 will give the ZL1 a run for its money, but I think a stoplight race or a 1/4 mile run between the two would be determined by road condition and driver experience. Even then, I think they would be fender to fender going through the trap.
#9
05-22-2012, 08:29 AM
That's definitely a debatable statement. The GT500 only beat the 2012 ZL1 1/4 mile time by .33 of a second. I wouldn't consider that destruction. Granted, the GT500 has a higher top speed by about 20mph, but where are you going to find a road that will allow you to run the car up to 200mph? The GT500 will give the ZL1 a run for its money, but I think a stoplight race or a 1/4 mile run between the two would be determined by road condition and driver experience. Even then, I think they would be fender to fender going through the trap.
The GT500 only beat the 2012 ZL1 1/4 mile time by .33 of a second. I wouldn't consider that destruction. Granted, the GT500 has a higher top speed by about 20mph, but where are you going to find a road that will allow you to run the car up to 200mph? The GT500 will give the ZL1 a run for its money, but I think a stoplight race or a 1/4 mile run between the two would be determined by road condition and driver experience. Even then, I think they would be fender to fender going through the trap.
================================================== ====
I think competition is good for the consumer's...I'm sure that GM ZL`1 division is working on increasing the power as you read these words.....Both companies are building race cars for the street...I think the buyers/drivers should take a course on driving a performance car with these speeds.They would be very dangerous in the hands of a novice driver
Thanks member's for your comments/words...
Let the Race Begin
Go Get'em GM Whose gona `be the "KING OF THE ROADS" ? ? ?