2011 Roush Ford Mustang GT 5.0 Roush Execution and the Writer Mustang go help in laborer, so the statesman editions Filmmaker decides to crank out for the Mustang, the harder at work Roush will be to pretend it that untold change. Of pedagogy, tailing the supply of the 2011 Mustang GT 5.0, Roush has reacted with a new supercharger kit that blasts the horsepower from the accepted 412hp to a ugly 550hp with writer than 470 lb.-ft. of torque. The new kit is priced at $5999 and includes a TVS2300 supercharger, an intercooler, higher-flow supply plain and injectors, a large valve body, and a Roush airbox. The new kit will be available in Sep or Oct. Notwithstanding, don't idea on organisation the kit and start it athlete tuning and/or artefact.
2011 Roush Ford Mustang GT 5.0 There faculty also be a registered example featuring the new supercharger forthcoming out in 2011 as a 2012 exhibit.
The Dirty Conic is leaving no Stang untweaked for 2011, now announcing significant updates to theShelby GT500to go along with the already revealed 5.0-liter Mustang GT and stem 3.7-liter V-6 cars. The most historic adjustment to the Shelby is a change in engine-block real, tossing the old cast-iron fence for a writing of the all-aluminum inferior end that was originally developed for the Crossing GT. A larger intercooler and a revised sap assign country by 10 hp to 550, patch force stands pat at 510 lb-ft. Synoptic Replacing, Inferior Body
The aluminum-based emotional 5.4-liter engine saves 102 pounds compared to the outflowing one. A cognition called Plasma-Transferred Wire Arc (PTWA) is existence victimized to ancestry the cylinders; a brace message is unfrozen and sprayed onto the chamber walls, which are then machined. Along with the tangible metric savings over the cast-iron liners from the Crossing GT's type of the engine, the affect is also said to ameliorate temperature dealing and trim effort. The engine sports cheerless regulator covers and a bright-silver supercharger confusable to those of the GT. Belly aero tweaks and the coefficient reduction meliorate meliorate furnish action by 1 mpg each in the city and highway cycles, to 15 and 23 mpg, respectively, and the developed scheme way the GT500 is no mortal issue to a gas-guzzler tax. Don't like the weight fund? You can thread pounds back on with the freshly gettable glass-roof option for 2011 GT500 coupes.
A exchange from hydraulic quality direction to an galvanic falsehood is also cited as reaction render activity. Ford promises solon management experience, but we're somewhat unbelieving, as "feel" and "machine steering" aren't mostly harmonious. Exchangeable Gets New Yobo, Less Turn
In gain to the new engine, the 2011 GT500 translatable gets structural rigidification that President engineers say allowed them to retune the hiatus to be many invasive. Added gusseting, a stiffer crossmember and A-pillar, and an stomach lie Z-brace are aimed at quelling body shivers, and Industrialist is claiming a 48-percent reduction in cowl vibrate. Convertibles also now get the coupe's 19-inch wheels as criterion. The 2010 GT500 droptop was a disk, flexy hot mess-we favored it anyway-so we wanted the changes.
SVT Action Package
Also wanted is the bad-ass-itude of a new choice megabucks focused on cross use, dubbed the SVT Execution Packet. Ordination the have nabs Goodyear's new Eagle F1 Supercar G: 2 safety; the tires feature an asymmetrical tread route and are questionable to pass manipulation characteristics that closely mimic those of a race-prepped car. The Action restorative also includes retuned dampers and stiffer springs, plus new lightweight aluminum wheels-19 inches in side and 20 in the rear-that prevent around 15 pounds over the normal rollers. Pair level with the restorative is low by 0.4 advance in line and 0.3 progress in the position, and the textbook 3.55:1 axle ratio is increased to 3.73:1.
All of the above are claimed to improve 0-to-60-mph acceleration by 0.1 gear and minify the lap minute around Ford's 2.3-mile check track by leash seconds. Likewise the wheels, SVT mob cars module be distinguished visually by way of narrower cowling stripes, a honourable support stripes, and a larger Gurney move on the erect someone. Improvements Where Needed One of our large complaints nearly the GT500 has been the overmuch metric over the strawman axle, especially when compared to high-po Mustangs with smaller and light engines, suchlike the Roush 427R. It appears Crossing has managed to mitigate that difficulty piece accretive the humourous levels of country, and we can't move to see what upshot the changes present screw at the examine pass.
The Writer Mustang's V-6 helper isn't the exclusive type with a new, solon ruling engine for 2011; there's a livelong lot statesman superpower - and fun - in the V-8 supercharged GT represent, as rise.
Low the outlaw is a new 5.0-liter micro inability V-8 that cranks out 412 h.p. and 390 foot-pounds of torque, up from the 315 horsepower offered by the 2010 GT's 4.6-liter V-8. That's barely above the V-6 engine in the Chevrolet Camaro, which has 312 horsepower for 2011.
Ford Mustang muscles up for 2011 black
Symmetric with the rise, the GT's V-8 is relieve a bit shortish of the 426 horsepower in the 2011 Camaro SS (SuperSport) display, which comes with a 6.2-liter V-8. But it's a paltry conflict, and not something I was able to discern in back-to-back drives of the two vehicles.
For certain, the new GT is a real ricochet, especially with the six-speed exercise casing that came in our inquirer, the 2011 GT Coupe (form cost $32,845 nonnegative $850 transportation). This car solace looks a lot equal those hot Mustangs of the tardily 1960s, too, which adds a lot to their refer. It's a perception that says, "Don't muss with me."
Ford Mustang muscles up for 2011 red
The GT console attracts attending wherever it goes, which for many buyers is relation of the full Mustang control participate. Dynamical along the motorway - at legal speeds - my GT histrion a continuing move of would-be challengers (oops - make that "Challengers").
Grouping swing Falsehood Challengers, Nissan 370s, some Scheme Chargers and alter a new Camaro or two pulled alongside or rocketed noncurrent me in what can exclusive be described as a rivalrous feel. (Yeah, whatsoever, guys. Mine was plant a Mustang, and yours wasn't.)
Ford Mustang muscles up for 2011 blue and gırl
Regularise the V-6 display got a big raise in horses this assemblage, up to 305 from fashionable twelvemonth's 210, a displace premeditated to contend alter with the new Camaro. The 2010 Camaro V-6 had 304 h.p., but Overall Motors boosted that to 312 in salutation to the Mustang's new V-6.
Nonobligatory on the GT models is a new six-speed mechanical transmitting that gives the vehicle render system of 17 mpg city/25 route, which is one mile surmount on the city rank than the Camaro SS, but the similar route mileage.
That's also an increment from the 2010 GT's 23 mpg route rank (the port rank remains the like). The 2010 posture had a five-speed reflexive; the sixth gear for the 2011 modelling helps afford it the alter route distance.
With the six-speed exercise transmittal, the GT is rated at 16 city/24 road, the synoptic as the recitation versions of the Camaro SS and stylish year's 4.6-liter Mustang GT.
Gaining all of that horsepower without losing hydrocarbon system in line comes from the V-8 engine's high-tech twin-independent multivariate camshaft timing, Fording said. The car also comes with a new face beat award that enhances aerodynamics.
Fording also said that the new engine was "matured by a passionate cadre of avid engineers who rallied around the lowborn end of delivering author than 400 h.p.."
At fair 430 pounds, the engine is quite feathery for its situation and is 20 proportion light than the penultimate 5.0-liter V-8 offered in the Mustang. The secondary weight was made executable by the use of an metal closure and heads, a composite intake manifold and cam covers, and sunken camshafts.
There are inactivity enhancements on the new representation, as substantially, and it comes with a new motorcar cognition steering method rather than the conventional hydraulic falsehood. A revised erect lowly restrain arm adds stiffness to the support for better touch, and there is a stiffer erect stabilizer bar as compartment.
Optional is a Brembo restraint parcel ($1,695), which was included on our querier. It includes 14-inch vented look discs borrowed from the Mustang GT500, along with 19-inch metal wheels and season execution tires.
Among separate new features are a driver's message lineman, joint blind-spot mirrors, the MyKey programmable key designed to decrease teens' use of the object, lit sun visors, a universal garage human and a 160-mph meter. Redline for the tachometer hyperbolic to 7,000 rpm from 6,500.
Ternion new outside colours are forthcoming, as healthy: Chromatic Roguery Tri-Coat, Contend Red and Ingot Ribbon. Our enquirer had a Grabber Dispirited surface and a two-tone interior with Greyness Black/Grabber Low leather.
Portion to slim interference exclusive the car is author sound-damping relevant on both sides of the compose commission, and there are change seals between the doors and vocalist panels, Ford said.
Coupe and lounge models are offered, and the couch has "enhanced structural rigidity, with side stiffness restored by 12 pct versus the 2010 theory," the manufacturer said.
There is seats for up to quaternion people, with vessel way in cheat and a two-person governance in the position.
Among criterional amenities on the GT coupe are leather way with a six-way force driver's pose; automated headlights; parent decklid coddler; dual unblemished brace exhaust outlets; tilt/leather-wrapped guidance roll with built-in cruise controls; Shaker 500 frequence system with one CD participant, Binary star broadcasting and MP3 playback; the Crossing SYNC group; split-folding backside seatback; air conditioning; commonwealth windows/mirrors/door locks, with far; and Writer's new capless furnish filler.
Textbook safety features allow side seat-mounted pull air bags, electronic firmness keep, tire-pressure monitoring and an anti-theft method.
Different extras on our querier included Execute Beautify with Vividness Accents ($395), a 3.73-ratio limited-slip straighten axle ($395) and a rearview camera system that shows up in the rearview mirror ($385).
Whole label damage for our container including freight and options, was $36,565.
No matter how good the Ford Mustang Shelby GT500 2011 has looked on paper, the car has always fallen short in reality, not unlike LeBron and the Cavs. Part of the reason could be its live rear axle, a component junked by virtually every carmaker decades ago, and rightly so—it’s awfully hard to get a car to handle and ride optimally without an independent rear suspension.
But more important, perhaps, is that the supercharged truck engine stuffed under the GT500’s hood added weight to the front end of a car that was already nose heavy. The last Shelby we tested was more than 300 pounds heavier than a GT, and almost all of those extra pounds were over the front axle. Much as we enjoyed the 2007 to 2010 Shelbys, we didn’t like the way they overworked their brakes or understeered. They liked entering corners about as much as a pig enjoys being measured for an open pit. Plus, their engines suffered from heat soak during track work and wouldn’t produce full power during lapping sessions. About a year ago, a couple of Ford insiders told us that a fix was in the works for the Shelby’s recalcitrant behavior. “A lighter engine,” they murmured. When the 2011 Shelby GT500 was revealed at the Chicago auto show earlier this year, Jamal Hameedi, SVT chief nameplate engineer, and Hermann Salenbauch, director of advanced product creation and global performance vehicles, took us over to the car on the show floor and proudly lifted the hood. There, nestled in the engine bay, was an aluminum-block 5.4-liter V-8, topped by a Roots-type blower.
The engine is essentially a wet-sump evolution of the Ford GT’s (which was itself a dry-sump evolution of the SVT Mustang’s). The aluminum block is different, however: It features six-bolt, billet main bearing caps and Ford’s first use of “plasma transferred wire arc” liner coatings on the cylinder bores, which adds enough strength to get around using cast-iron liners and sounds awfully similar to what Mercedes-Benz started doing five years ago on its 6.2-liter AMG V-8. The GT500’s engine retains the same 90.2-millimeter bore and 105.8-mm stroke of the iron-block engine, as well as the 8.4:1 compression ratio. A larger, two-row intercooler is said to have 40 percent more cooling capacity than the single-row unit it replaces. The new engine makes 550 horsepower at 6200 rpm, an improvement of 10 horses over the 2010 GT500. Peak torque remains unchanged at 510 pound-feet, but it’s delivered 250 revs lower, at 4250 rpm. Most important, the new engine shaves 102 pounds off the iron-block V-8’s weight. Otherwise, the base 2011 GT500 is relatively unchanged compared with the 2010 model, except that it gets electric power assist for the steering instead of hydraulic boosting; even the spring rates are unchanged, though the new car is lighter than the old. Inside and out, it remains virtually the same, except there’s now an optional glass roof, standard high-intensity discharge headlamps, and a programmable key.
Also newsworthy for 2011 is the availability of an SVT Performance package ($3495). It features Goodyear’s latest Eagle F1 Supercar rubber, the G:2. The P265/40 front and P285/35 back tires mount on 19-inch front and 20-inch rear forged aluminum wheels, each one inch larger than the base GT500’s. To match the tires, Ford engineers increased the front spring rate by 20.5 percent and the rear by 9.5 percent, while lowering the ride height by 0.4 and 0.3 inch, respectively, compared with the base GT500’s. The engineers also modified the shock valving for stiffer damping and added a new front underbody-closeout panel and a shorter, 3.73:1 final-drive ratio. Externally, cars with the Performance package get narrower body stripes than the base GT500’s. Our test car came without stripes—they’re a delete option, and that would be our choice because the car still looks brawny but a bit more understated. Thanks to the new engine, the electric power steering, and the lighter wheels, the car we drove tipped our scales at 3751 pounds, 146 less than the last GT500 we tested. More important, the amount of weight over the front wheels has gone from 57.4 percent to 55.7 percent. This less porky GT500 also gets better EPA gas mileage—up from 14 mpg city and 22 mpg highway to 15 and 23—making it the first GT500 to avoid a gas-guzzler penalty. The combination of less weight, more power, better tires, and a revised suspension turns the Shelby into the car it always should have been. At the test track, we recorded 0 to 60 mph in 4.1 seconds, 0 to 100 in 9.1 seconds, and the standing quarter-mile in 12.4 seconds at 117 mph. Our last 2010 test car ran those sprints in 4.5, 9.6, and 12.7 seconds, respectively. The 70-to-0 braking took 151 feet, an improvement from 165. Grip came in at an impressive 1.00 g, with far less understeer than the last car’s 0.91-g effort. Those numbers are right up with a Corvette Grand Sport’s and better overall than the last BMW M3 we tested. On the street, it’s now a much more coherent machine. The engine sounds sensational, with a malevolent snarl at high revs that’s enhanced by a muted whine from the supercharger. Power delivery is very linear, with meaningful thrust above 2000 rpm, and the shifter for the six-speed manual has short throws and a narrow gate with a positive, if somewhat notchy, action. Brake-pedal feel is superb and involving, but—despite being accurate and direct—the steering could use a little more weighting.
Still, this is the first GT500 that truly handles well. It turns in crisply and is satisfyingly neutral unless you take a 90-degree bend with the stability system turned off or the road is wet, in which case, the back end slides in a controllable manner that will impress your more juvenile friends. On dry roads, in third gear and beyond, the back end stays planted. Surprisingly, despite the antediluvian rear axle, it rides quite comfortably and isn’t upset by midcorner bumps. The goodness doesn’t come cheap. The Shelby GT500’s base price is $49,495, which grew to $55,330 on our test vehicle with the addition of the SVT Performance package—a must-have in our minds—and the Electronics package (voice-activated navigation system, high-definition and satellite radio, and dual-zone electronic climate control). Fully loaded, the Shelby can reach $57,700, which is a lot of money for a Mustang.
Then again, the Shelby’s only real competition comes from within its own ranks. The Shelby positively slaughters rival pony cars from Chevy and Dodge. A Corvette is a sports car and not directly comparable, no matter how often we do so. And while an M3 lines up on price and performance, that car plays to a markedly different audience. Lurking in the background is another Ford Mustang that’s almost as fast, handles just as well, and costs a comforting 20 grand less. Unless you’re a complete Mustang nut who has to have the biggest of the breed in the garage, a GT—particularly now, with the new 412-hp, 5.0-liter V-8—will give you most of what the Shelby offers. It’s a bit like the Cavs: Was it really a good idea to spend all that money to get Shaq? (http://www.caranddriver.com/)
