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Old 10-29-2019, 10:33 AM   #126
Sid03SVT
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Old 11-03-2019, 06:54 AM   #127
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Default 11 Ways the 2020 Ford Mustang Shelby GT500 ”R” Is Different from the Base GT500

The $18,500 Carbon Fiber Track package is costly but worth it



Quote:
https://www.motortrend.com/news/2020...00r-11-things/

11 Ways the 2020 Ford Mustang Shelby GT500 ”R” Is Different from the Base GT500 - Motor Trend

We can all agree, the 2020 Ford Mustang Shelby GT500 is a game changer. Yet, for reasons with which we cannot agree, Ford has decided to list as an $18,500 option the Carbon Fiber Track package rather than simply calling a GT500 with the option a "GT500R." It did so with the base GT350 ($61,535) and the GT350R ($74,530), a $12,995 difference. What gives?

No matter how you option a GT500, it has the same, brilliant 5.2-liter/760-hp/625-lb-ft supercharged DOHC 32-valve V-8 and seven-speed twin-clutch automated manual transmission, carbon-fiber drive shaft, and a Torsen limited-slip differential with a 3.73:1 ratio out back. The distinct drive modes are the same: normal, sport, slippery, track, and drag strip.

Regardless of marketing strategy prohibiting an R badge, here are the 11 things that transform an already breathtaking Mustang Shelby GT500 into the hellraising GT500R, at least that's what we're calling it.

1. The stock 11.0 x 20-inch flow-formed aluminum alloy wheels at all 4 corners are replaced by 11.0 x 20-inch (front) and 11.5 x 20-inch (rear) exposed carbon-fiber wheels.

2. The base car's Michelin Pilot Sport 4S (305/30R20 front; 315/30R20 rear) summer tires are swapped out for streetable track tires, Michelin Pilot Sport Cup 2 (305/30R20 front; 315/30R20 rear).

These changes alone decrease unsprung weight by 35 pounds at each corner while serving up a noticeably and measurably higher level of grip.

3. The GT500R is fitted with adjustable strut top mounts. This means a real track rat can set up his car for different events or tracks.

4. Beefier springs mean a slight ride penalty but sharper steering response and better body control. They also lower the car by 15mm (0.6 inch).

5. Because of the lighter wheels and stronger springs, the magnetorheological shocks in the GT500R get a different "tune" with regard to compression and rebound characteristics.

6. The otherwise optional Recaro front seats are standard in the GT500R. These seats have belt pass-throughs that accommodate five-point harnesses.

7. Speaking of seats, who needs rear seats that add weight? The GT500R deletes them making it a two-seater.

8. The GT500R has a unique front fascia combining a large splitter down low and what would be the equivalent of "dive planes" on the leading corners.

9. The stock GT500 has a low flow-through composite rear wing, but the GT500R's manually adjustable carbon-fiber wing stands tall on uprights. It's literally pulled off of the GT4 race car.

10. In lieu of the base GT500's black plastic dashboard panel, the GT500R's is covered with exposed carbon fiber.

11. The combined effect of these changes transforms the demeanor of the GT500 from criminally loud, fast, fun, well-sorted, and highly predictable sports car—with more power than it sometimes knows what to do with—to a limited-production track-focused world-class supercar that excels and thrives because of that power.

Ford is taking pre-orders now, so choose wisely. Deliveries begin in the fall of 2019.
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Old 12-01-2019, 12:27 AM   #128
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Lebanon Ford is offering a $55k 1,000 HP Mustang GT PP1.. A "poor man's" GT500?

https://www.roadandtrack.com/new-car...995-project-m/
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Old 12-03-2019, 05:27 PM   #129
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Old 12-25-2019, 07:47 PM   #130
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Lund Racing received their GT500 and began tuning...

Stock baseline 691 whp @ 7,400 rpm.

Removed the air filter, "free flowing exhaust", upgraded to ID1050x injectors and tuned on E85...

803 whp @ 7,800 rpm


The two other stock GT500 dynos that I've seen have been at 686 whp & 684 whp @ ~7,400 rpm. Seems like Ford underrated the GT500
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Old 12-26-2019, 10:34 AM   #131
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This was presented weeks ago with that punk kid who looks like White Boy Rick.
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Old 12-26-2019, 11:35 AM   #132
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Quote:
Originally Posted by WRXnick16 View Post
Lund Racing received their GT500 and began tuning...

Stock baseline 691 whp @ 7,400 rpm.

Removed the air filter, "free flowing exhaust", upgraded to ID1050x injectors and tuned on E85...

803 whp @ 7,800 rpm

https://youtu.be/7JM4lfIr0EI?t=747

The two other stock GT500 dynos that I've seen have been at 686 whp & 684 whp @ ~7,400 rpm. Seems like Ford underrated the GT500
That's incredible. Cars are so expensive and overweight these days, but man some of these engines are crazy.
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Old 01-09-2020, 10:58 AM   #133
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At the Track

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Old 01-09-2020, 12:47 PM   #134
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Quote:
Originally Posted by WRXnick16 View Post
Lund Racing received their GT500 and began tuning...

Stock baseline 691 whp @ 7,400 rpm.

Removed the air filter, "free flowing exhaust", upgraded to ID1050x injectors and tuned on E85...

803 whp @ 7,800 rpm
Impressive! Wish I could afford one..
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Old 01-22-2020, 09:28 PM   #135
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Odd comparison, but well written; follow link for pictures:
https://www.roadandtrack.com/new-car...february-2020/

Unexpected Rivals: Ford Mustang Shelby GT500 vs. 2019 Subaru STI S209
A 760-hp Mustang and a 341-hp Subaru square off in America***8217;s next state.

ZACH BOWMAN
JAN 22, 2020
Ford Mustang Shelby GT500 vs. Subaru STI S209 JAMES LIPMAN/ROAD & TRACK
The counties that make up the borderlands of far northern California and southern Oregon are a day***8217;s drive and a country apart from San Francisco and Portland. Six hours of freeway from south or north, longer if you take a route with some blood in its veins. Sparsely populated and remote, dominated by the stark ridges of the western Cascades, the area***8217;s communities have spent 80 years flirting with secession. If they ever succeed, the region will become the 51st state***8212;tentatively named Jefferson***8212;but still be home to some of the best driving on the continent. Hundreds of miles of empty two-lane strung from one bit of nowhere to the next.

The land felt tailored to the job at hand. The 2020 Ford Mustang Shelby GT500 and the 2019 Subaru STI S209 can seem unlikely rivals. One is a 760-hp, supercharged, V-8-powered, dual-clutch, 4200-pound, rear-wheel-drive coupe costing just over $70,000. The other is a wide-body, limited-edition, 3400-pound family sedan with less than half the power, half as many cylinders laid out flat, a $64,000 sticker, and a turbocharger, plus a six-speed manual and all-wheel drive. But the Mustang GT and WRX STI on which these cars are based have always stepped on each other***8217;s toes. The GT500 and S209 are the uppermost leaves in their evolutionary trees, sharpened versions of aging models, compelling performance for comparable money. The Ford is available to anyone with the means, while just 209 S209s will be sold in the United States.

JAMES LIPMAN
This wouldn***8217;t be a fair fight down a quarter-mile or through an ice course, but California State Route 96, from Willow Creek to Yreka, is even ground. The road threads through the Hoopa Valley Reservation and Six Rivers National Forest, a scrawl of pavement hounding the Klamath River for nearly 150 miles. It alternates between knotted switchbacks and fast sweepers, each turn a new combination of radius and camber, temptation and warning, jagged limestone on one side and a cliff on the other. We visited in the early edge of winter, weather waxing between rain and perfect blue skies. A week before we arrived, a storm had temporarily shut down passes and made the place inaccessible. By the time we got there, the ridges were powdered white in the shadows, the valleys strung with mist. Sunlight hung in the vapor.

JAMES LIPMAN
The GT500 was a flashbang in Willow Creek, its Twister Orange paint an aberration among the land***8217;s muted tones. It was also too much to pass up for a local sheriff, who pulled into our first gas stop and watched as we topped off. When I thumbed the start button to leave, the Ford***8217;s 5.2-liter eight took the time to shout in the guy***8217;s face. To his credit, the officer did not light up his roof. I celebrated by accidentally stabbing the brake while pulling out from the pumps, stomping a clutch pedal that wasn***8217;t there.
JAMES LIPMAN

Years of driving big Mustangs have hardwired that muscle memory. The sound and vibration seem to demand a chunky Tremec rowed by a palm-size, cue-ball shift knob. But those bits are gone here, replaced by a simple rotary dial and paddle shifters. Those switches control an all-new Tremec seven-speed dual-clutch automatic, one of the GT500***8217;s many concessions to performance and economy. Manufacturers sacrificing engagement at the altar of insane power and blistering speed always make us turn up a nose, but the transmission is a wonder anyway. Ford says the box can crack off shifts in 100 milliseconds, or about as long as it takes your brain to process the sight of your fingers pulling back a paddle. By the time you***8217;ve seen that, the shift is done.

JAMES LIPMAN

Quick shifting is no longer impressive, though. Twin clutches have for years been able to swap gears quicker than any human. The machine***8217;s logic is what gets you. As the road turned in on itself outside of town, the Mustang remained in automatic mode and half a step ahead, producing the right gear at the right time with zero interruption in power. It switches imperceptibly and on the fly between automatic and manual modes. Get tired of clicking the paddles, the transmission quietly resumes control. We now live in a world where a Ford can rival the seamless bliss of Porsche***8217;s world-beating PDK.

JAMES LIPMAN
The gearbox is the first indication that the GT500 has more to it than that wallop of an engine, but railing on it invariably means a slower drive beforehand, working up confidence. In the wet, over broken pavement and scattered pine needles, the car holds you in conversation, revealing exactly what you can get away with. More than you***8217;d wager, it turns out. Previous GT500s were nose-heavy pigs, and this isn***8217;t. If you can quiet the part of your brain screaming for self-preservation***8212;and process the fact that you***8217;re driving a stock Mustang with more power than some modern F1 cars***8212;greatness awaits. The steering isn***8217;t the most talkative, but it***8217;s mated to an astonishing amount of front grip. Paired with excellent magnetorheological shocks and spectacular brakes, the Ford remains planted regardless of surface. It simply consumes whatever you point it at.

Except the S209. Stepping into the Subaru feels like switching languages mid-conversation. The cabin is open and airy, with expansive glass and clear sight lines, a polar contrast to the Ford***8217;s dim and hunkered cockpit. From the first corner, it***8217;s clear why the Mustang doesn***8217;t just walk away on a back road. The Subaru is a buffet of confidence. Much of the car***8217;s edge over an ordinary STI comes from the S209***8217;s slightly wider track and new, 19-by-9-inch wheels. The traditional all-wheel-drive-Subaru understeer is barely there. Minutes after belting in, I was bombing into turns, hucking the car at the apex, railing the throttle mid-corner. The hydraulic steering chatting away while the Mustang shrank in the rearview.

ROA020120_036
JAMES LIPMAN
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Not that the Subaru is easy speed. Engineers used a new and more efficient turbo to help pull 341 hp from that 2.5-liter flat four***8212;31 more than you get in the $37,000 STI***8212;but the engine falls on its face below 3000 rpm. Meanwhile, the GT500 makes grunt everywhere. Miss a shift in the STI and you can feel the heat off the Mustang***8217;s big Eaton blower. On the Klamath, out-sprinting the Ford meant picking your gears, thinking ahead, and never blowing a downshift, performing familiar mental aerobatics while snapping through that sublime six-speed. The Subaru was so eager and precise, so willing to rend more speed from any situation, limited only by its stiff springs***8212;road heaves can unsettle it***8212;and the driver***8217;s willingness to fuse throttle with carpet. All while fir trees and stone walls whipped past the mirrors.

This part of the country is a mood swing. Dark clouds and damp pavement one moment, clear skies and dry road the next. It was these roads that spurred locals, in the 1940s, to envision a state of their own. In a land with an abundance of timber and minerals, there were few ways to get from one place to another. California and Oregon legislatures would promise new highway projects during election years, then direct funds elsewhere once in office. Fed up with paying taxes to a government that wouldn***8217;t provide basic services, representatives from three northern California counties met in Yreka in 1941, drawing up a declaration of secession. The document named the area Jefferson, a nod to a president with a fondness for rebellion. The flag it established featured two Xs in a gold circle on a green field, one X for each state legislature, symbols of the perceived double-cross.

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Armed men walked Yreka on Thursdays handing out literature. The region elected a governor December 4. Three days later, Japan bombed Pearl Harbor, and roads seemed less important. As the country turned its attention to war, the movement unraveled.

That should have been the end of it. The war concluded, and infrastructure eventually came, but the idea remains. When rumors of a Californian secession brewed during the 2016 election, politicians in northern California***8217;s rural counties drafted legislation that would have those counties secede in turn, forming a new state. As in the 1940s, residents felt their voices were lost in the chorus of more left-leaning cities. And so they chose the same name, Jefferson, for their state.

These ideas can seem unrealistic and easily dismissed, but a desire to be heard sits at the core of this country. A similar spark lit off everything America would become, from the Boston Tea Party to the 2020 election. In the current climate, that same light leads us to cars like these. They are shouts against the swell of crossovers and the specter of autonomous driving. Articles of secession from a world that would otherwise have you park your heavy, dead-eyed people-mover in line at the nearest charging station.

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We stopped for photos, taking a moment to marvel at where we were and what we were doing. As the cars plinked and cooled, the Klamath River tumbled along somewhere below. The spectacle of the place, the audacity it must have taken to make a life here, so far from anywhere, hit me. I took a minute to let it soak it in.

Isn***8217;t that us in a moment? America, the audacious.

ROA020120_034
JAMES LIPMAN
The pavement was dry when my test partner and I swapped cars after lunch, and just like that, the GT500 was in its element***8212;all flared nostrils and explosive gallop, taking full advantage of its expansive contact patches. The big Mustang pinned its nose to the STI***8217;s goofy carbon-fiber wing and didn***8217;t let go.

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ROA020120_037
JAMES LIPMAN
I came to the GT500 expecting zero involvement, but there***8217;s fun there. It isn***8217;t in the maximum-attack, redline sprint of the STI, and it***8217;s actually in spite of the Ford***8217;s spectacular power. It***8217;s in managing your resources. You can easily carry big momentum by picking a gear and letting the car loaf low on the tach. Or you can let that V-8 spin, work the dual-clutch, and sling into corners at a phenomenal rate. The brakes, massive 16.6-inch discs and two-piece Brembo calipers up front, take an astounding amount of abuse, repeatedly bringing the big car down without fade.

ROA020120_037
JAMES LIPMAN
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On one of the area***8217;s rare and clear straights, I buried the throttle and found violence. Nothing that size should move so quickly. The Mustang fought for traction through three gears, the rear dancing and hopping as suspension and traction control went about their business. Few cars make such a show of what they***8217;re up to. Even in Sport mode***8212;only the Track setting is more aggressive***8212;with all the nannies on, the Ford made clear that it wanted to punt me to some kind of pony-car Valhalla. On the brakes before the next turn, the STI sniffed up the inside as I waited to unwind the wheel and spin up the blower again.

The GT500***8217;s chief drawback is its size and pork. At more than 4100 pounds, the Mustang outweighs the lithe S209 by a staggering 740 pounds. It***8217;s also 3.5 inches wider, soaking up the lane in a way that makes the landscape close in. Ford left the GT500***8217;s rear sheetmetal unchanged from that of the ordinary GT, but engineers had to make room for the 11-inch-wide front wheels. The wider front fenders are a subtle change, but they***8217;re visible from the driver***8217;s seat.

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Behind the wheel, it serves as just another thing to compartmentalize, along with your humming mortality. When the road switched from tight and technical to fast, broad corners, I expected the GT500***8217;s legs to finally let it gap the Subaru, but that never happened. There***8217;s only so much speed to carry out there, where a rockslide or an elk could sit in the middle of the next bend. Whatever gap the GT500 made, the S209 snatched back at the next apex. The process went on like that for more than 100 miles.

And it***8217;s no wonder. Back in the Subaru, I was reminded just how much less demanding the Japanese car is at speed. It rotates with an easy kind of grace. With a relatively muted exhaust, the engine***8217;s bark is mostly in the cabin, wastegate noise chattering off stone walls. The only way to hear the GT500***8217;s blower is to put the window down, shove the exhaust in quiet mode, and listen carefully. A shame.

How splendid, these two. Opposing answers to the simple question of speed. How rare to find the right road and the perfect tools for it. We***8217;ve come to expect a clear winner from these exercises***8212;the big, dumb muscle car flummoxed by a lightweight Japanese fighter, or the tin-can economy car whipped by American might. But out there, these two could box even for eternity.

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ROA020120_038
JAMES LIPMAN
In the real world, the Subaru holds a few small advantages. Range, for one. By the time we tumbled into Yreka, the GT500***8217;s fuel light had been on for 50 miles, the dash showing a paltry 6 miles left. One more full-throttle run would have meant a long walk to town, but the STI still had a quarter tank to burn. The Subaru is also more practical, with four actual doors and a back seat with room for more than just empty cans of Red Bull. If you had to choose one of these to live with, day in and day out, the Subaru would be the only choice. It***8217;s functional family transportation that happens to enjoy running down 760-horse titans on its days off.

ROA020120_039
JAMES LIPMAN
Except neither of these cars will serve as anyone***8217;s sole source of transport. And the S209***8217;s $64,000 base price is a tough pill, likely only worth it to the brand***8217;s most earnest fans. Although technically impressive, it feels like a slightly stronger WRX with a wing and sticky tires. But the GT500 is far from a Mustang GT. It***8217;s in no way subtle, from the massive wheels to that six-square-foot hole in the hood. That nonsensical engine and phenomenal transmission. There isn***8217;t much there to our taste, but the package pushes the Mustang far past what that name has ever been. In the current state of driving, it***8217;s a thing apart.
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Old 01-23-2020, 11:58 AM   #136
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That is a very strange comparison and a rather strange reading article.

"Up next, we compare a GT500 on the Moab trail against a Jeep Gladiator Rubicon!"
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Old 01-23-2020, 12:53 PM   #137
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Originally Posted by thill View Post
That is a very strange comparison and a rather strange reading article.

"Up next, we compare a GT500 on the Moab trail against a Jeep Gladiator Rubicon!"
It was at least enjoyable to read, but yeah, odd comparison.

Since they are talking "real world use" comparison, they need to toss in a Brown Lee Ford Mustang GT with the dealer installed blower, and a stage 2 2016 sti against these two; lets mix in a gt350 with all the oil it can drink to boot! (no offense to the GT350, I still want one, even with the oil consumption.... "design feature")
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Old 02-02-2020, 06:31 AM   #138
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Default Betting on the Ponies: Mustang GT500 versus Camaro ZL1 1LE

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It was at least enjoyable to read, but yeah, odd comparison.
")
Here is another comparison , Car and Driver

Here is a Quote from the article

On the street, we prefer the Shelby's brake feel and firm pedal action, and the response and precision of its dual-clutch transmission nearly rivals Porsche's PDK. "This dual-clutch has to be the best Ford transmission ever," said one editor. "Shifts are crisp, and Track mode makes them instant."

Betting on the Ponies: Mustang GT500 versus Camaro ZL1 1LE

https://www.caranddriver.com/reviews...amaro-zl1-1le/
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Old 02-02-2020, 08:27 AM   #139
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I***8217;d take the ZL1 (regular one not the 1LE), because 6MT can be had.
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Old 02-02-2020, 02:56 PM   #140
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Old 07-12-2020, 06:37 AM   #141
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Default Here’s What a Pro Racer Thinks of the 2020 Ford Mustang Shelby GT500







Quote:
Here’s What a Pro Racer Thinks of the 2020 Ford Mustang Shelby GT500

This pony was built to go fast, indeed, but not just in a straight line - and that’s a big deal!

Carving corners in a GT500 feels so natural, especially with the carbon fiber Track Pack

Before you delve into the juicy video, let’s get the lay of the land, so to speak. Most of you know this, but we’ll state in once again, for those unfamiliar with the Shelby GT500.

The center piece is the 5.2-liter supercharged V-8 cranking out 760 horsepower and 625 pound-feet of torque at 2,500 rpm twinned to a Tremec seven-speed dual-clutch transmission.

Here's What a Pro Racer Thinks of the 2020 Ford Mustang Shelby GT500

Ford Mustang Shelby GT500 specifications

Engine Size 5.2-liter
Forded Induciton Super Only
Horsepower 760 hp
Torque 625 LB-FT
Top Speed 180 mph
Weight 4,225 LBS

Power reaches the ground exclusively at the rear wheels via Michelin Pilot Sport 4S tires (standard) or you can opt for the Cup 2 rubber if you really want to go berserk on those apexes. A set of gargantuan Brembo brakes provides a trustworthy safety net should your enthusiasm try to cheat on the laws of physics.

Now, we mentioned the Track Pack earlier for a reason. Andy Pilgrim actually had two Shelby GT500s at his disposal - one fitted with the said pack and the other flaunting the Handling Package, and he runs us through each setup’s quirks and features.

Here's What a Pro Racer Thinks of the 2020 Ford Mustang Shelby GT500


That’s something nice to watch since the differences are subtle to some extent, yet not so much in price. The Track Pack will set you back $18,500, while the Handling Pack can be had for $1,500. Ultimately, it all depends on your budget and desires, of course.

So, what can we learn from the video? For one thing, the 2020 Ford Mustang Shelby GT500 is on par with a lot of supercars when it comes to performance, but also in terms of feel and track prowess.
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Old 07-12-2020, 06:42 AM   #142
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Old 07-12-2020, 01:18 PM   #143
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It would have been interesting to see how much improvement in lap time the non-CF package red "base" car could show if the wheels and tires were swapped over. Surprising weight difference too. Still more partial to the GT 350 though.
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Old 08-13-2020, 05:54 AM   #144
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Default Watch Randy Pobst Drive The Mustang Shelby GT500 And Corvette C51

Watch Randy Pobst Drive The Mustang Shelby GT500 And Corvette C51 At The Same Time @ Top Speed
Ciprian Florea
Shelby GT500 vs Chevy Corvette Z61 on the race track: Which car is faster?

by , on August 11, 2020, 14:00

The Ford Mustang and the Chevrolet Corvette are two of America’s most iconic cars. But they’re also two different animals. The Mustang spent most of its career in the pony and muscle car market, while the Corvette was aimed mostly at sports car and grand tourer buyers. With the Corvette transformed into a mid-engined car for the eighth generation, the gap between these nameplate is even bigger now. But which one is the fastest around a track? To find out, MotorTrend took the range-topping Shelby GT500 and the C8 Corvette Z51 to Virginia International Raceway and put 24 Hours of Daytona winner Randy Pobst behind the steering wheel.

These cars not only have radically different engine layouts, but they're also significantly different when it comes to specs.

The front-engined Shelby GT500 comes with 760 horsepower on tap, while the mid-engined Corvette generates 495 horses. While the supercharged GT500 needs 3.7 seconds to hit 60 mph, the naturally aspirated Corvette reaches the same benchmark a lot quicker in 2.8 clicks. This means that the C8 Corvette gets off the line a lot quicker, but is this enough to win a race at the track?

Watch Randy Pobst Drive the Mustang Shelby GT500 and Corvette C51 At the Same Time
- image 927709
The cars were driven and filmed during different sessions, but the videos were combined to look as if they are racing at the same time. This enables us to see where each is quicker and how they handle turns and straight lines. It’s a rolling start for both cars and the GT500 gets its nose in front for the first 10 seconds. The Corvette, which seems to be a bit quicker in the turns, snatches the lead and remains in front until the cars hit the straight, long line of the Virginia track.

That’s where the GT500 moves back in front as it accelerates faster and hits a higher speed.

Watch Randy Pobst Drive the Mustang Shelby GT500 and Corvette C51 At the Same Time
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From then on, the GT500 remains in the lead through the final three corners and cross the finish line at 1:59.68 minutes. The C8 Corvette takes the flag at 2:00.96, only a second behind the Shelby.

The result is somewhat surprising. Mid-engined cars are supposed to be more agile at the track and even though the Corvette shows some skill on the first half of the course, the GT500 took advantage of its more powerful engine on the long straight. But this could also mean that the GT500 is actually far better on the race track than its predecessor. However, with just a second between them, we could say that the GT500 and the Corvette are equally competitive on this specific race course.

Here's the link. It is Motor trend video I couldn't get the video link to post up, so here s a link from top speed I found

https://www.topspeed.com/cars/car-ne...-ar189229.html
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Old 08-13-2020, 09:01 AM   #145
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A Stock car that can do sub 2:00 on VIR full is DAMN fast.
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Old 08-13-2020, 03:11 PM   #146
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A Stock car that can do sub 2:00 on VIR full is DAMN fast.

It probably had a downpipe and a tune.
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Old 08-13-2020, 05:21 PM   #147
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Am I the only one who thinks this is ugly as hell. Fast as ****, but ugly
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Old 08-14-2020, 04:16 AM   #148
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Na..Im with ya Scrap. I think the front engine vetts where more pleasing to the eye. The last gen grew on me but I'm old and always prefer old straight lines. I give all Manufactures credit for keeping new cars modern looking. Like I really liked Mazdas Kodo Soul in Motoin but But I think it aged fast..I still like it. Honda Civic I like not the Tail Lights, but BUT LOL..The civic tail lights going back in time always had the C wrap to them they just over did it I think..Guess I over did it with my comment
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Old 08-14-2020, 09:45 AM   #149
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Am I the only one who thinks this is ugly as hell. Fast as ****, but ugly
In person they're awsome.
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Old 08-14-2020, 12:45 PM   #150
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In person they're awsome.
Have seen several. Every time it’s the same initial reaction. “Oh? McLaren...... no, wait”
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