Cobra GT500

Monster iCar Play Cassette Adapter play your iPod tunes through you car stereo in clear, cassette quality sound

play your iPod tunes through you car stereo in clear, cassette quality sound
By John Virata
In my quest to find a solution to play my iPod tunes on my new car stereo, I think I might have found the right product for the time. While there are some solutions that cost upward of several hundred dollars, this one costs just $19.95, and it is based on technology that dates back at least to the 1980s, which is the decade I began driving.

You see, back then I drove a 1966 Ford Mustang with a factory 8 track option. But in the 1980s, 8 track tapes were on their way out and cassettes were the new standard. The only way to get cassettes to play on that old 8 track tape player was via an 8 track adapter that enabled you to plug the cassette in an 8 track tape, and play the cassette through that tape. It was a hassle but it worked. The Monster iCar Play is a cassette adapter that enables you to play iPod music in stereo sound through a car’s cassette player.

The device consists of a cassette and a 40 inch cord, which plugs into the iPod ’s headphone port. You press play on the car stereo and play on your iPod and the music is pumped through your stereo’s speakers . I like the iCar Play because there are no radio stations to fiddle with and the sound is clear. Other inexpensive solutions require a free radio station to listen to your tunes, and the sound quality is only as good as the reception from the station, and that varies. Sometimes you get good reception and good quality sound from those solutions, and sometimes you don’t.

With the iCar Play, you just insert the cassette into your cassette player, plug the cord into your iPod and you get solid music all the time with no noticeable noise or interference. The only downside is the wire, but if you can just place your iPod in a cup holder or ashtray, you are ready to roll. Of course, you could also buy one of those iPod mounts, but why bother?

Technorati Tags: iPod, iPod tunes

Test Drive: Pontiac GTO
The Race Site - Dec 8, 2005 Pontiac worked on the tuning of the exhaust to make it sound as fast as it drives Yes, it does cost around $7,000 more than the Ford Mustang GT

One of the highlights of the 2006 Grand Am GT season was the introduction of the Pontiac GTO.R race car, which was competitive from its first race, went on to win four race out of eight races it competed in, won the GT team championship and nearly took Andy Lally and Marc Bunting to the driver’s championship. While the racing version of the GTO is much different than the road version, with tube-frame construction and a racing sequential gearbox (among other changes) the GTO was on our short list of cars to drive during 2005.

The GTO is based on the Australian model Holden Monaro, which has raced very successfully in the Bathurst 24 Hour race, and the GTO is manufactured in Australia, at the Holden plant in Elizabeth. Even so, the GTO is a throwback to American muscle cars of the 1950’s, with a big 400hp V8 put into a conservatively styled package. That package proved to be a little too conservative for the buying demographic of the new GTO when it first came out, so for 2005 Pontiac spiced things up by installing dual exhaust pipes and hood scoop, which give the car a more sporty appearance than the more understated 2004 model. Apparently the design changes are working, as Pontiac is selling a lot more GTO’s in 2005 than they were last year.

One piece of hardware that is shared on both the street and race versions of the GTO, and is the heart of both of them, is GM’s LS2 motor, which is 6-liters of good old American V8 and puts out an even 400hp and 400 lb-ft of torque (50 more horsepower and 35 lb-ft more torque than the 2004 model). This is the same motor that powers the Corvette and has several design improvements over the previous generation motor, including a flat-top piston design that reduces friction, a larger single-blade throttle body and a new aluminum block with revised oil galleries. The compression ratio was raised to 10.9:1 and redline was increased to 6,500rpm.

Technorati Tags: Pontiac GTO

Fords Fastest Mustang: 2007 Shelby GT500

The fastest factory Mustang ever is ready to post big numbers – not just at the drag strip but for charity, too. When the gavel drops at the 35th anniversary of the Barrett-Jackson Collector Car Event in Scottsdale, Ariz., Jan. 21, one lucky bidder will win the right to purchase the first 2007 Ford Shelby GT500 Mustang. The winning Mustang enthusiast can collect his prize from Carroll Shelby himself with proceeds benefiting the Carroll Shelby Children’s Foundation.

Carroll Shelby, the legend behind the original Shelby Mustangs from the 1960s, has once again teamed up with Ford Motor Company to put his name on this soon-to-be-legendary muscle car. Based on the all-new Ford Mustang, the Shelby GT500 coupe and convertible boast a supercharged 5.4-liter V-8 that produces more than 450 horsepower.

In addition to setting itself apart in the performance department, the GT500 is visually distinct. Classic Shelby styling elements are used extensively in the exterior design. The front of the car sports an appearance befitting a muscle car legend with a functional air splitter and a unique hood with heat-extraction duct. Revised headlamp insets offer a more aggressive look and result in symmetrical upper and lower grilles with large air openings, creating a visual connection to vintage Shelby Mustangs.

To mark the reunion of two Mustang performance icons after so many years, the GT500 features both Shelby and SVT badging. A snake logo is a tradition of previous SVT Mustang Cobras and late-model Shelby Mustangs, and it continues on the GT500; each fender sports an updated design of the Cobra logo. “GT500″ is emblazoned in the side rocker stripes, and the name “SHELBY” is prominently featured across the rear deck. To top it off, the “gas cap” medallion between the taillights reads “Shelby GT500,” centered on the Cobra image.

“The restrained, performance-oriented SVT design theme has become instantly recognizable to enthusiasts,” said Doug Gaffka, design director, Ford Special Vehicles Team (SVT). “The GT500 takes a huge leap forward by combining the modern Mustang muscle car with the classic Shelby performance look to expand SVT’s reach to a much bigger audience.”

Along with the coupe, Ford is launching its most powerful factory-built Mustang convertible in its history, just in time for summer 2006. In designing the Shelby GT500 convertible, Ford SVT engineers were able to start with the same solid chassis structure that benefits its 2005 Mustang counterpart. Ford engineers were able to design the coupe and convertible at the same time, yielding a convertible with twice the structural strength of the previous-generation Mustang.

Engineers analyzed where the convertible would require the most strength and how commonality with the coupe could be integrated into the car’s basic structure. With that information, they were able to add strength to both models to help solidify the convertible without excessive bracing or structural reinforcement. As a result, the GT500 convertible is heavier than the coupe by fewer than 125 pounds.

The same 475-plus-horsepower V-8 engine that powers the GT500 coupe is under the hood of the convertible. And with the convertible’s added weight kept to a bare minimum, fewer suspension modifications were needed, meaning the convertible’s handling will be far closer to that of the coupe than was ever possible before.

The Shelby GT500 convertible features a unique cloth top, replacing the vinyl top of the Mustang GT convertible. The GT500 will be only the second Mustang to feature a cloth top, which was introduced on the 2003 SVT Mustang Cobra.

Carroll Shelby will auction the rights to the first 2007 Shelby GT500to benefit the Carroll Shelby Children’s Foundation.

The cloth is similar to that used for high-end, exotic sports cars, and it upgrades the exterior appearance of the convertible. The thicker fabric is not only more durable than vinyl, but creates a much tauter top, resulting in a very quiet interior while driving with the top up.

Carroll Shelby is pleased with the results and believes the GT500 is worthy to inherit the name of the legendary muscle cars that came before it.

Said Shelby, “Whether it’s the coupe or convertible, the 2005 Shelby GT500 can go up against the best of them and hold its own.”

Technorati Tags: 2007 Shelby GT500, Carroll Shelby, GT500, 2005 Shelby GT500

Best Mods for the '05-'06 Mustang GT
Mustang Monthly Magazine -

Steeda Mustang Photography: Donald Farr

In 1986, when the Mustang got its first fuel-injection system, nay-sayers were quick to predict that Mustang performance was dead. However, within two years, the 5.0-liter Mustang was the hottest thing on the street after modifiers figured out that the EFI V-8 responded well to typical hot-rodding tricks. Ten years later, in 1996, the Mustang GT switched from the tried-and-true pushrod small-block to the new 4.6 modular V-8. Once again, hot-rodders figured out ways around the more complicated computer system to install better-flowing heads and superchargers.

Now another ten years have passed and we’re well into the second year of the new S197 Mustang. Tuners have had over a year to work with the ‘05-’06 Mustang’s three-valve modular V-8, with its ever-more-advanced Spanish Oak processor, and new, stouter chassis, so we figured it’s time to see where we stand when it comes to modifying the latest Mustang. To get the scoop, we interrogated Dario Orlando at Steeda Autosports, a Ford-related aftermarket performance company tied closely to Ford through the SEMA/Ford Technology Transfer initiative, giving Steeda a head start on ‘05 Mustang parts development.

Engine Enhancements
You can’t talk about ‘05-’06 horsepower enhancements without discussing the new, much-advanced, Spanish Oak processor, which is a bit of a double-edged sword for Mustang performance fans. On one hand, the new computer is the reason the 281ci V-8 produces 300 hp while meeting emissions and fuel economy standards. As Orlando points out, a stock ‘05-’06 GT with five-speed manual transmission makes 273 rear-wheel horsepower, or about the same as a naturally-aspirated ‘87-’93 5.0 Mustang with all the tricks, such as aftermarket intake, heads, and exhaust. On the other hand, the Spanish Oak computer is so advanced that small changes, like altering the intake air flow with a performance filter, can throw it out of calibration, even sending the engine into “limp-home” mode.

Technorati Tags: Steeda Mustang, Mustang GT, Mustang, Steeda

Joseph Jacuzzi Named Vice President of Marketing and Communications of Shelby Automobiles, Inc.

LAS VEGAS, Dec. 5 /PRNewswire-FirstCall/ — Carroll Shelby International, Inc. (OTC: CSBI - News) the parent company of Shelby Automobiles Inc. today announced the appointment of Joseph (Joe) Jacuzzi as Vice President of Marketing and Communications of Shelby Automobiles, Inc., effective immediately. In his new role as Vice President, Jacuzzi will provide oversight of the company’s marketing, advertising and public relations at the Las Vegas, NV headquarters. Jacuzzi will report to Amy Boylan, the recently appointed President of Shelby Automobiles.

“We are very excited to have Joe as part of the Shelby Automotive team,” said Amy Boylan, President of Shelby Automobiles, Inc. “Joe brings a vast experience in the automotive world in the areas of marketing and communications to our company. Combined with his immense passion for automobiles and racing, Joe is perfect for elevating Shelby Automobiles to the next level.”

Jacuzzi comes to Shelby Automobiles following a successful tenure as Director of North American Brand and Product Communications for General Motors. During his time at General Motors, Jacuzzi was responsible for the communications activities of some of GM’s key brands, including Chevrolet, Saturn, Pontiac, Buick and GMC.

During his seven years with General Motors, Jacuzzi held various positions including the Director of Chevrolet communications. Jacuzzi launched many of the company’s key models including the sixth generation Corvette and the special Z06, and was instrumental in the acquisition of the HUMMER brand by GM. Jacuzzi held several technical communications roles for the launch of GM’s successful truck lines and fostered key relationships with aftermarket partners for GM.

Prior to joining GM, Jacuzzi was responsible for product communications at Mitsubishi Motors and has worked for various public relations agencies on automotive accounts including Nissan, Nissan Racing, Infiniti and Yokahama Racing. In addition, Jacuzzi has been responsible for marketing and communications activities for various aftermarket and tuner companies.

“I am very excited about joining the great team at Shelby Automobiles and having the opportunity to work with the legendary Carroll Shelby,” said Jacuzzi. “In my new role as Vice President of Marketing and Communications, I will focus on new marketing programs including the launch of the new Ford Shelby GT500 with Ford Motor Company and, of course, the car that’s started it all, the iconic Shelby Cobra.”

About Carroll Shelby International, Inc.

Carroll Shelby International, Inc. is the parent company of Shelby Automobiles and Carroll Shelby Licensing.

Shelby Automobiles Inc. is manufacturing high performance Shelby vehicles under the guidance of the legendary Carroll Shelby and will be involved in prototype manufacturing, design and engineering projects; and plans to increase production and availability of these Shelby products through an expanded dealer network and direct sales under a license agreement with Carroll Shelby Licensing. For more information, call (702) 942-7325 or visit the company’s web site at www.shelbyautos.com.

Carroll Shelby Licensing Inc., founded in 1988, is the exclusive holder of automotive manufacturer and entrepreneur Carroll Shelby’s trademarks and vehicle design rights, which include some of the world’s most famous muscle cars and high-performance vehicles, including the car that brought home to the U.S. its first and only FIA World Manufacturers Championship in 1965, the famous Shelby Cobra Daytona Coupe. It also holds trademark rights for Shelby-branded apparel, accessories and collectibles. For additional information about the company or licensing opportunities, call (310) 914-1843, or fax (310) 914-1853 or write to Carroll Shelby Licensing, Inc., 11150 West Olympic Boulevard, Suite 1050, Los Angeles, CA 90064 or visit www.carrollshelbyinternational.com or www.carrollshelby.com.

Certain statements in this news release may contain forward-looking information within the meaning of Rule 175 under the Securities Act of 1933 and Rule 3b-6 under the Securities Exchange Act of 1934, and are subject to the safe harbor created by those rules. All statements, other than statements of fact, included in this release, including, without limitation, statements regarding potential future plans and objectives of the company, are forward-looking statements that involve risks and uncertainties. There can be no assurance that such statements will prove to be accurate and actual results and future events could differ materially from those anticipated in such statements.

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Source: Carroll Shelby International, Inc.

Technorati Tags: Shelby Automobiles

Ford Shelby Cobra GT500
AutoCorse.it, Italy -

Ford Shelby Cobra GT500

The most powerful factory-built Ford Mustang in history takes to the street next year, following a unique collaboration between performance car legend Carroll Shelby and the Ford Special Vehicle Team (SVT).

Ford took the wraps off the 450-plus-horsepower Ford Shelby Cobra GT500 show car at the New York International Auto Show March 23. Designed in the unmistakable image of Shelby Mustangs of the 1960s, the Shelby Cobra GT500 melds SVT’s modern engineering with the big-block performance that made the original GT500 the king of the road.

“The all-new 2005 Ford Mustang is one of the hottest cars in many years,” says Phil Martens, Ford group vice president, Product Creation. “Its chassis was engineered from the beginning to be the basis of a high-performance, world-class sports car from SVT, and the Shelby Cobra GT500 is it.”

Carroll Shelby lends his support to SVT, adapting his earlier role as a senior advisor on the “Dream Team” that was assembled to develop and build the 2005 Ford GT. “I’ve worked with the SVT guys for several years now, and I know they have the guts, the talent and the passion to deliver the best performance Mustangs ever,” says Shelby.

A production version of the GT500 will go on sale in 2006, continuing the high-performance lineage of the SVT Mustang Cobra model line. It will be followed by a steady stream of performance products developed by SVT, including Ford Sport Trac Adrenalin, the industry’s first performance sport-utility truck, in 2007.

Shelby Cobra GT500’s supercharged 5.4-liter DOHC V-8 produces over 450-plus horsepower
Just as the original Shelby GT500 was the “step up” to big-block power from the GT350, the new Ford Shelby Cobra GT500 steps up to Ford’s 5.4-liter “MOD” V-8. The result? The GT500 is the most powerful factory Mustang ever. Its supercharged 5.4-liter, 32-valve V-8 evolves from SVT’s experience with supercharging the “MOD” engine to deliver more than 450 horsepower and 450 foot pounds of torque.

The cast-iron-block, four-valve engine is force-fed an air-and-fuel mixture via a screw-type supercharger at 8.5 pounds per square inch of boost. Aluminum cylinder heads, piston rings and bearings sourced from the Ford GT program bring a high level of proven durability to the drivetrain, while upgraded cooling components promise longevity. “Powered by SVT” camshaft covers are the finishing touch to the engine.

The engine has been further tuned from its first application in a Mustang, the 2000 SVT Mustang Cobra R, a limited edition model of 300 units.

Helping to put the power of the GT500’s supercharged V-8 to the pavement is a T-56 six-speed manual gearbox.

Great power requires great control
The great Shelby Mustangs of the 1960s were anything but one-trick ponies. They earned their stripes on twisty roads and race tracks across America and Europe. The Shelby Cobra GT500 show car continues that legacy of all-around performance.

The GT500 starts with the solid 2005 Mustang underpinnings. The all-new Mustang’s platform was designed from the beginning with performance derivatives in mind, providing an exceptionally rigid, well-engineered starting point for SVT chassis engineers.

Using real-world experience gained during more than 12 years of building great-handling SVT Mustang Cobras, SVT engineers retune and upgrade key chassis components. Improvements such as revised shocks, spring rates and upgraded stabilizer bars help the GT500 stop and turn with the same authority as it goes.

The GT500 features a MacPherson strut independent front suspension with “Reverse L” lower control arms, and a solid-axle, three-link rear suspension with coil springs and a Panhard rod for precise control of the rear axle.

To match this power and handling ability, SVT fitted some of the biggest brakes in the business to the GT500. Fourteen-inch cross-drilled Brembo rotors up front and 13-inch discs in the rear continue SVT’s legacy of great-braking Mustangs. Secure footing is provided by 19-inch wheels wrapped in high-performance tires.

The snake is back - Legendary looks with SVT function
The Shelby Cobra GT500 combines the dramatic design genes of the all-new Mustang with Carroll Shelby’s legendary performance image to create an SVT Mustang that broadens the power brand’s design approach and appeal.

The 2005 Mustang design team drew inspiration from classic 1968 Mustangs, the models that transformed the mild-mannered pony car into a muscle car with attitude. Envisioning an SVT model, the team tested GT500 design cues on the Mustang GT coupe concept that was unveiled at the 2003 North American International Auto Show. In 2004, designers further developed the GT500 look on the Mustang GT-R, a race-bred concept with the dual purpose of foreshadowing SVT’s Mustang design direction and Ford Racing’s plans to return Mustang to road racing.

The GT500 now comes into full light, punctuated by the classic Le Mans-style white stripes that race along the top of the show car’s “SVT Red” paint from nose to tail. The stripes recall the Shelby Mustangs that marked another important 1960’s Mustang transition when Ford put it on the track to becoming a racing legend. The GT500 nomenclature is prominent in the lower bodyside racing stripe, another cue from the classic Shelby Mustangs.

The unique rear fascia features strakes inspired by the Ford GT’s integrated rear airflow diffuser, and a rear spoiler reminiscent of a classic GT500. To mark the collaboration of two Mustang performance icons, the GT500 features Shelby and SVT badging.

Continuing the snake logo tradition of past-generation SVT Mustang Cobras, as well as late-model Shelby Mustangs, the fenders each feature an updated design of the Cobra. For the first time on any SVT Mustang, the front grille features an off-center snake in place of the standard running horse. “GT500″ is emblazoned inside the side rocker stripes, and the name “SHELBY” is prominently featured across the rear deck. The SVT logo can be seen on the wheel center caps, a signature SVT location, as well as on the doorsill plates. To top if off, the “gas cap” medallion between the taillights reads “Shelby GT500” centered on the Cobra image.

The interior is completely wrapped in ebony black leather, including the top of the dash, door panels and center arm rest. Also wrapped in ebony leather are the shift lever, shift boot and parking-brake handle. SVT Red leather seating surfaces and door panel inserts provide a marked contrast to the rest of the leather-trimmed cabin, surrounding the performance enthusiast with luxury and comfort. Snake logos embroidered into the seat backs finish the package.

The Shelby GT500 script and Cobra image are repeated on the steering wheel cap. Behind the wheel are titanium-faced gauges swapped in location so that the tachometer is dominant visually for the driver. The chrome accessories inside the cabin have been replaced with a satin aluminum finish, including the aluminum shift lever knob that is nicely positioned for quick, positive shifts of the six-speed transmission

Technorati Tags: Ford Shelby Cobra GT500, GT500, Shelby GT500, Shelby GT500

Dodge cashing in on PR gold with lackluster Charger
Canton Repository (subscription), OH -

Dodge Charger

Dodge cashing in on PR gold with lackluster Charger
Sunday, December 4, 2005
Retrieved from the annals of muscle car history, Dodge has brought back the Charger in five trim levels, including a police cruiser.

By Jerry Garrett

Copley News Service

If Dodge’s new sedan weren’t a Charger, would anyone care?

The Charger is, at its core, just a four-door version of the previously introduced Magnum station wagon.

The Magnum, in turn, was the wagon iteration of the Chrysler 300 sedan. Which started life as a Mercedes-Benz E-Class platform, and so on.

Dodge has mined a mother lode of public relations gold with its decision to revive the Charger name.

Sure, it was a controversial move to exhume such a storied name from the annals of muscle car history. But the bottom line has been to create an unnatural amount of buzz around a sedan — the type of car most manufacturers can barely offer enough incentives on to give away.

A week in a Charger, however, left me asking, “What’s in a name? Besides the name?”

When it comes to the Charger, the answer would seem to be “not a lot.”

NO GOTTA-HAVES

Other than the Hemi engine, which is an option, I couldn’t find a single “gotta-have” feature on the Charger. If you don’t count the flat-black Hemi Daytona stickers on one of the up-rated versions.

Otherwise, I found it to be big, heavy and — without the Hemi — slow.

The exterior styling is handsome, sort of a cross between the Magnum and the new Ford Mustang, oddly enough. Maybe it’s the shoulders.

But the Charger plows no new design ground, and it is nowhere near as dramatic a gangsta-styling statement as its corporate sibling the Chrysler 300, or the Magnum for that matter.

The interior is about as stark as a jail cell, which may be appropriate because there will be a police version. The black-and-gray treatment isn’t ugly, but it is about as minimalist as it gets.

For the most part, controls are simple and straightforward. Everything except, that is, the optional navigation system, which adds a typically Teutonic level of complication to tasks that ought to be simple, like turning on and tuning the radio.

IMPROVEMENTS

The engineers at DaimlerChrysler have to be congratulated for carefully studying what could be improved about a 300, and incorporating those improvements in the Charger.

The upgrades include more precise steering, better brakes, firmer handling and a well-calibrated five-speed manumatic transmission.

But the Charger does not offer a true manual-shift transmission, which seems sacrilegious for a vehicle with the Charger name. Neither is all-wheel drive offered, as on the Magnum.

It also does not have one single feature that evokes Chargers of yesteryear: The new Charger comes in five trim levels.

THIS AND THAT

Let’s see if we can get all these right: there’s the base level SE, the V6-powered fleet darling, which starts at $22,295; the $25,995 SXT, also with the 250-horsepower V6; the $29,995 R/T, which includes a Hemi (with cylinder deactivation); the $32,495 Charger Daytona R/T with a high performance exhaust that adds 10 horsepower to the stock 340-horsepower output; and the upcoming 425-horsepower SRT8 with a yet-to-be announced MSRP of about $38,000.

There’s also a police cruiser offering, which you’re likely to see only in your rearview mirror — if you own a Hemi Charger.

Hemi owners will enjoy sub-six-second 0-60 times, and insurance rates to match. Those who wait for the SRT8 will probably be able to knock a second or more off that, plus they’ll get a 180 mph speedometer instead of a 160.

Wonder how many people will buy the V6 models and then trot over to their dealer’s parts department and order a Hemi badge or two? A DaimlerChrysler exec reveals that a few months back, they had already sold more than 5,000 Hemi badges that way.

What’s in a name? Plenty, it would seem, to Charger fans.

Technorati Tags: Dodge Charger, Charger

Exclusive: Ford Exec Says SVT Will Not Fall to Budget Ax
Edmunds.com/Inside Line, CA - Dec 8, 2005 He was referring to the 2007 Ford Shelby Cobra GT500, which is due out in the spring, and the 2007 Ford Sport Trac Adrenalin.

Smaller more powerful engine for the Ford Mustang?
MuscularMustangs.com, PA -

Could the Ford Mustang be getting a smaller but more powerful engine in the future? Yesterday Ford Motor Company unveiled their new DOHC 3.5L V6 engine which is quite a bit smaller than the engine which sits between the strut towers of the current Ford Mustang, but produces 40 more horsepower. The 3.5L outperforms the current Mustang’s 4.0L by producing 250 horsepower, and 240 lb/ft of torque with a redline of 6700 rpm, 600 more than the 4.0L. The only drawback we can see to this engine possibly being put in the Mustang is the higher rpm that it makes those numbers at. The 3.5L makes it’s peak horsepower at 6250 rpm compared to the 4.0L’s 5250 rpm, and the torque (which is the same between the two) is reached at 4500 rpm compared to the 4.0L’s 3500 rpm.

This new powerplant features a High Pressure Diecast (HPDC) aluminum cylinder block, filled with a forged steel crankshaft, powder metal-forged connecting rods and high-temperature alloy, cast aluminum pistons. The engine’s cylinder block design represents the first application of a high-pressure die-cast block for a V-configuration engine for Ford. Ford chose this new casting technique because of it’s various production advantages including tighter casting control which produces more consistent casts, and the reduction of raw material requirements which lowers overall product weight.

The upper end of this engine consists of DOHC (dual over head cam) aluminum cylinder heads which incorporate centrally located spark plugs, and combustion chambers resulting in a 10.3:1 compression ratio. “The 3.5-liter V-6 uses a compact, lightweight dual-overhead cam valvetrain for peak power capability and smooth operation at high RPMs. The engine also incorporates intake variable cam timing (iVCT) to optimize valve timing for a smooth idle, optimal part-load driving and an impressively broad torque curve with good power. The iVCT system uses a hydraulically actuated spool valve that can rotate the intake camshafts up to 40 degrees within a half-second.”

“The 3.5-liter V-6 is capable of achieving PZEV certification by delivering low cold-start emissions and enabling rapid catalyst light-off, which is a significant accomplishment for a larger displacement V-6 engine,” says Tom McCarthy, engine systems manager for the 3.5-liter V-6 engine program. This is accomplished with low heat-loss exhaust manifolds and close-coupled catalysts for fast light off during cold start. Optimized fuel injector targeting minimizes cold-start emissions before the catalysts reach operating temperature.

Technorati Tags: Ford Mustang

Roush Offers Supercharged Mustang to European Buyers
Edmunds.com/Inside Line, CA -

Roush has fitted a Roush-developed supercharger to the Mustang to create the 420RE model, and its 400-hp, 4.6-liter V8 delivers 100 hp more than a standard Mustang. In addition to the supercharger, the car has a recalibrated ECU.

The tuning kit also includes a free-flow cat-back exhaust system; revised suspension with new dampers and struts; lowered springs and stiffer roll bars; larger brake discs with new hoses and red-painted front calipers; and 18-inch Roush alloys with 275/40R-18 tires.

On the inside, it has aluminum pedals, a short-throw manual gearlever, and Roush floor mats. Finishing it all off are rear-quarter light louvers, Roush 420RE rocker decals, and front wing badges. Only a limited number of 420RE Mustangs will be built, with prices starting at $69,500 U.S.

Roush Vehicle engineering manager Dave Jones said: “We are delighted to be able to bring such a great car to Europe. This is the first time Roush will offer its own bespoke vehicle package to European customers, and we know it will be met with great enthusiasm.”

What this means to you: Ford doesn’t offer the standard Mustang in Europe, but there are enough ‘Stang fans to make this a sought-after piece of exotic Americana.

Technorati Tags: Mustang