2013 Ford Mustang (now 420hpand 2013 GT500 infos. GT500 indeed gets 5.8L 650hp V8!
 

Article about the GT500:
200+MPH, 650HP 2013 Ford Shelby GT500 breaks cover

With Ford now locked in a duel of the ages with Chevrolet as the Mustang and Camaro square off on the street, track and showrooms, Ford has a new answer to ChevyÔÇÖs range-topping ZL1 Camaro ÔÇô and it is the 2013 Ford Shelby GT500.


While GM selected a 6.2-liter supercharged LSA V8 for their their ZL1, good for 550 horsepower and torque, Ford has now answered with an all-new supercharged 5.8-liter V8 ÔÇô cranking out a downright supercar-like 650 horsepower and 600 lb-ft of torque, making it the most powerful production V8 in the world.

Shifting is handled exclusively by a six-speed manual transmission, which also features increased torque and rpm capacity thanks to its dual-clutch design.

To achieve such impressive power Ford ditched the 5.4-liter V8 that has powered the range-topping Mustang for years, starting anew with an all-aluminum 5.8-liter V8. The SVT folk then added a new TVS series 2300 (2.3-liter) supercharger and a significantly upgraded cooling system that features a larger cooling fan, fan shroud with high-speed pressure-relief doors, an updated and more efficient air cooler, a higher-flow intercooler pump and a 36 percent bump to the intercooler heat exchangerÔÇÖs capacity.

Packing all of that power into the ShelbyÔÇÖs updated body also results in a top speed that eclipses the 200 mile per hour barrier, although Ford hasnÔÇÖt specified exactly where this snake stops. While we are sure the massive power boost played a big role in that new top speed, Ford says there has also been considerable aero work done to this new Pony.

How much work? For one, Ford says the front fascia and splitter modifications allow for 33 percent more effective aero at 160mph compared to the outgoing model, and continue on to allow for the extreme aero loads experienced above 200mph.

New for 2013
The latest GT500 is full of new technology throughout, so much so in fact it might be a good idea to list out at least the bulk of changes in one place: new 5.8-liter aluminum-block engine, new 2.3-liter supercharger, six-piston Brembo front calipers, new and larger front and rear brake rotors, new brake pads, new downforce-generating front grilles, new and more aggressive front splitter, new quad exhaust system, (two) new forged-aluminum wheel designs, defeatable launch control system, new (optional) Performance Package featuring new SVT-designed Bilstein electronic adjustable dampers and Torsen limited-slip differential, with the additional Track Package adding an external engine oil cooler, rear differential cooler and transmission cooler.

Other changes includes revised gearing in order to help better distribute the uprated power to the ground. FordÔÇÖs SVT engineers said they tested out more than 35 gearing combinations before finally settling on what you get with the purchase of the fastest Mustang ever, with a final driver ratio of 3.31:1.

How does the GT500 manage its traction problem?
Of course, when dealing with 650 horsepower and 600 lb-ft of torque, traction management becomes a serious concern, to which Ford answered with more than just new gearing. A new, defeatable launch control system has been developed that allows drivers unprecedented levels of control, allowing for specific rpm launch points to be chosen based on elevation, tire and street temperature and other variables. This system is fully unique to the SVT lineup in that it is incorporated into both the engine control and traction control systems.

There is also a Torsen limited-slip differential that comes with the optional Performance Package, something Ford says helps even further to deliver maximum power output to the ground. Rounding out the driving dynamic upgrades are tweaks to the AdvanceTrac system, which now features appropriately adjusted steering assist levels based on the changes to the car.

ÔÇ£We took a completely different approach with this car so drivers can choose their settings instead of a computer making the selection,ÔÇØ Jamal Hameedi, SVT chief engineer, said. ÔÇ£Nearly every system the driver interacts with can be tailored to his or her situation including the Bilstein electronic adjustable suspension, launch control, AdvanceTrac and steering assist levels.ÔÇØ

Of course, with all this power comes the need to slow this 3,850lb beast to a stop, to which Ford, Shelby and SVT answered with a new Brembo brake system that utilizes new six-piston calipers in the front, along with larger front and rear rotors. Ford says it also developed new brake pads which are even more performance-oriented, intended to performance better under high-speed heavy deceleration.

Also part of the stopping equation are wheels and tires, to which the 2013 Shelby GT500 offers two new sets of forged-aluminum wheels including a unique wheel for cars with the optional packages. The 19-inch front and 20-inch rear wheels are coupled with Goodyear Eagle F1 SuperCar G: 2 tires on all vehicle configurations.

The 2013 Ford Shelby GT500 will be built at AutoAlliance International Plant in Flat Rock, Michigan, and begin arriving at dealers in early 2012.

Article about the Ford Mustang:
FordÔÇÖs Mustang GT gains power, new features for 2013



2013 GT500
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2013 Ford Mustang GT convertible
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Mustang V6
http://www.diigo.com/item/t/3325032_95590932_5289684
http://www.diigo.com/item/t/3325032_95591801_5289695
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Do want.

:drool:

I just wonder how much more it's going to cost.

You do realize the kinda cars its competing with right?

Good point, Chris. The issue is, however, that the Mustang-in general-has been know for cheap speed. When the new Shelby (likely) comes out at 60k+, while on par with its competition, will remove itself from the 'cheap speed' ranks. Would be damn fun to eat a Z06's lunch with people riding in the BACK SEAT, though.


One other thing, thanks for the pics. The exploded view of the engine is my new background. :cool:

Where the GT500's considered "cheap speed" mustangs? I would have thought that term would have been reserved for the GT.

Poor Chevy spends all that time and money developing the ZL1 just to be out done before their car is ever released. Bwahaha.

Wow... That is one badass car, I never liked Mustangs but Ford has really knocked it out of the park these last couple years, I would LOVE to have that. Except for that horrendous blue of course.

I wonder if they'll do a special track version similar to the Laguna Seca. Waiting for the Corvette comparisons to start rolling in...

Chris, I hate to break it to you, but a ZR1 corvette is still close to 1,000lbs lighter than this pig of a car (3,850 w/o driver), and would still eat it's lunch! And if you think GM is not going to respond with higher numbers next year in the camaro, you are crazy! The ponycar wars continue!

Who said anything about a ZR1?

LOS ANGELES, Nov. 15, 2011 ÔÇô The Ford Mustang Boss 302 is all about performance, and a nod to heritage comes standard with new paint options and design details for 2013.

A new hockey stick graphic featuring reflective stripes is added to the new Boss, calling back the 1970 Boss 302. 2013 Boss 302 and Boss Laguna Seca models feature new School Bus Yellow paint, honoring Parnelli JonesÔÇÖ 1970 Trans-Am championship car prepared by Bud Moore.

ÔÇ£Everything we did for 2013 is consistent with and links directly back to our 1970 heritage. The reflective stripes and hockey stick graphic in particular mean something to Mustang enthusiasts,ÔÇØ said Dave Pericak, Mustang chief engineer. ÔÇ£Last year, we proved the car had what it takes to perform, and this year we focused on enhancing its eye-catching looks and celebrating its history.ÔÇØ

The reflective stripes on Boss come to life when lights hit them, similar to how they did in 1970 on the Mustang Boss 302. The new stripe follows the classic hockey stick motif by going over the fender and extending down the body panel.

Boss Laguna Seca has new Sterling Gray accents and will be available in vintage School Bus Yellow and black paint offerings, complemented by hockey stick stripes and gray interior rear cross-brace. Gray also sets off the front grille, mirror caps and rear pedestal spoiler, while Laguna Seca rear badging and unique two-tone gray and silver wheels round out the exterior accents. Unlike the previous model, the roof will not feature colored accents.

Similar to the redesigned base Mustang lineup, the front end offers a more powerful design with a more prominent grille. A more powerful splitter and functional hood extractors add to that look. Boss Mustang has new signature lighting, with standard HID headlamps and LED-surround taillamps.

The 2013 Boss also offers a unique functional design feature in the grille with removable covers where fog lamps would be. For improved cooling on track days, the covers can be easily removed with a screwdriver.

Additionally, the rear end features a high-gloss black panel that connects the taillamps. The taillamps deliver a smoked appearance that matches up with the sinister look up front.

The new Mustang Boss includes Ford SYNC?«, the voice-activated in-car connectivity system, as a standard feature. With the base SYNC package, customers enjoy the core hands-free features and services that have quickly established SYNC as a must-have technology, with more than 76 percent of current SYNC users saying they would recommend the system to others.

Some features of SYNC include:


* Hands-free, voice-activated calling via a Bluetooth?«-connected mobile phone and control of a USB-connected digital music player
* 911 AssistÔäó, the automated emergency calling service that is free for the life of the vehicle
* Vehicle Health Report, the on-demand diagnostic and maintenance information service

Revved up and ready
The powerful Boss engine yields 444 horsepower and 380 lb.-ft. of torque, while still offering a smooth idle and low-end torque for comfortable around-town driving. A race-inspired clutch with upgraded friction materials transmits power, while a short-throw, close-ratio six-speed manual handles gear change duties.

Power is delivered to a 3.73-ratio rear axle using carbon fiber plates in the limited-slip differential to improve handling and longevity. For those who want even more precise control over power delivery, a torque-sensing (Torsen) limited-slip differential is available, coupled with Recaro?« front seats.

In keeping with the Boss mandate to provide the best-handling Mustang ever, the already strong Mustang GT suspension system has been further refined. Higher-rate coil springs on all four corners, stiffer suspension bushings and a larger-diameter rear stabilizer bar all contribute to the road racing mission, and Boss models are lowered by 11 millimeters in front and 1 millimeter at the rear versus Mustang GT. But the real key to handling is in the adjustable shocks and struts, standard on all Boss Mustangs.

Working in concert with the suspension upgrades, Boss 302 receives unique, lightweight 19-inch black alloy racing wheels in staggered widths: 9 inches in front, 9.5 inches in the rear. The Pirelli PZero summer tires are sized specifically for each end of the car, with the front wheels receiving 255/40ZR-19 tires while the rear stays planted thanks to 285/35ZR-19 rubber.

Boss braking is also up to the challenge, using Brembo four-piston calipers acting on 14-inch vented rotors up front. In back, standard Mustang GT brakes are upgraded with a Boss-specific high-performance pad compound. The combination of vented brake shields and unique Anti-Lock Brake System (ABS) tuning gives Boss drivers maximum control and rapid, repeatable fade-free stops in road and race situations alike.

Boss 302 circa 1969-70
With styling tweaked by newly arrived Ford designer Larry Shinoda, the new-for-1969 Boss 302 sported front and rear spoilers, blacked-out hood treatment and racy side stripes for a look that screamed performance.

Beyond the bodywork, the Boss 302 didnÔÇÖt disappoint. Its engine combined a four-bolt main Windsor small-block with reworked heads from the then-new 351 Cleveland engine. A forged steel crankshaft, connecting rods and pistons rounded out the reciprocating assembly. The result was a free-breathing, high-revving powerplant making what Ford claimed was 290 gross horsepower ÔÇô though actual output is estimated to be significantly higher.

Ford engineers also thoroughly massaged MustangÔÇÖs suspension in an effort to meet then-boss Semon ÔÇ£BunkieÔÇØ KnudsenÔÇÖs mandate ÔÇ£to build absolutely the best-handling street car available on the American market.ÔÇØ Stiffer springs and shocks, special sway-bar tuning, a stiffened chassis and wide tires led to the fastest Mustang ever to lap the Ford test track up to that point.



http://www.svtperformance.com/forums...mile/cwm15.gif

Thats what Im saying.

Well it probably be no more expensive than a loaded crew cab f250....

Chris what I meant was I wonder if they'll do a track version of the GT500 separate from the Boss.

And I guess I missed the boat on the ZR1 comment, don't see the GT500 being able to keep up with it, at least not on the twisties...

Gotcha about the Boss

How the hell did the ZR1 get thrown in for comparison? I mentioned something about the ZL1. :confused:

I'm confused lol

Toprs said something about the ZR1, I didn't see you say anything about it so I said who said anything about the ZR1. Miscommunication on my part I suppose :fial:



http://www.jessicaswell.com/images/f...ommunicate.jpg

Same way I saw it then you mentioned the ZR1 again in your post preious of this one. Im confused. :hysterical:

Pricewise, it compares with the ZR1, NOT the ZL1 camaro! Apples to apples!

So you know what the price is going to be?

For the record, the 2013 GT-500 most certainly will be near the ZR1 power-wise. 638hp for the ZR1 and 650hp for the GT-500. Performance wise? No, the GT-500 has a big weight disadvantage. The ZR1 only weighs 3,353 lbs. compared to the GT-500's 3,820 lbs. (2011 GT-500). That's 467 lbs. more than the ZR1. But IMO the GT-500 is a much nicer looking car. And less expensive. And it's got a rear seat.

Imagine what this car could do with a CAI, pulley change and a tune.

ZL1 starts at $54,095. The 2012 GT500 starts at $48,810. So if the 2013 is $5000 more they will be close to the same price. Seems like apples to apples to me.

I wonder how much the block will have left in it. From my understanding you can't push an aluminum block as far as a cast iron. Those rods look kind of puny too.

if you notice, the OEM's seem to try to hold back a % of HP/TQ to keep warranty repairs in check. the bean counters control more than we think :(

it's like the OEM INtake & exhaust systems are restrictive on purpose, for noise abatement, and for drivetrain warranty

the LSx engines have always been low spec from the factory, the LS1 was rated ~315, was really about ~340 stock, and mild mods got it over 350 easy.

if the ZR1 responds the same, percentage wise, it would be over 700 with bolt ons & stuff, and the same for the GT.


Chris, you keep up with stuff & surf a lot, does anyone test cars "as driven" with the basic mods: CAI, exhaust, or anything like that?


are "normal" people able to control that much HP and not endanger the general public? or does the stratospheric price keep "Joe Dirt" from buying one?