If it’s not me, it’s Leno. So. May as well be me, right?
Which reminds me: anybody have an extra $250K they can lend me?
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Maybe NBC can buy it for Jay as a retirement present.
What’s the betting it still has a live rear axle and leaf springs? You would think for that kind of cabbage, they would throw in independent suspenders for the hell of it.
The 200-mile-long extension fuel hose is extra.
I watch the U.S. version of Top Gear, and some of the supercars they sometimes feature get, like, four gallons to the mile.
Unless Shelby and Ford have done some serious suspension work, I’d be afraid to really put my foot into the car.
Yeah, exploding transmissions can be so much fun…
An IRS that can take that kind of power would be quite expensive to manufacture. They probably put in a different suspension and a well-built 9 inch live axle in the rear, though. I’m sure, however, that they change to a different transmission. The stock one would start shedding teeth before the engine was started, seeing as the stock one is meant to handle roughly half the power.
Yeah, they use a 9 inch rear (which is basically the strongest rear differential ever made for passenger cars, designed to survive NASCAR racing in the 60s). However, they are quite cagey about the details of what they are doing beyond the engine.
As a car guy, I like to know what my money is getting, even though I will never have one of these.
I don’t want it. I want a Bugatti.
An IRS that can take that kind of power would be quite expensive to manufacture.
Independent double wishbones front and rear is one way to go, cranky. And yes, it isn’t cheap. Koenigsegg is even more complex.
The problem is the IRS doesn’t have to “take” that kind of power — Congress just keeps giving it to them.
Ba doom boom.
I would guess you would add a minimum of $20K to each car, and probably more, to put in a good IRS. There are a few out there already being made (one that is a bolt-in for the first mustangs and the last ones) going for about $7K, but their torque capacity is probably about half that required. I think there was also a Ford IRS in a recent Mustang, but again it would break with this engine.
On street tires the only thing that car is good for is killing mosquitoes.
For those of you who think the Shelby Mustang needs independent rear suspension to be a competent track car, remember that the current Boss 302 Mustang can lap Laguna Seca faster than a BMW M3. My friend Jack Baruth races and teaches track driving and he’s very positive on the Boss 302.
A properly controlled live axle can handle and corner better than a run of the mill IRS.
Ford has to balance the needs of Mustang owners. My guess is that more Mustang owners go to the 1/4 mile drag strip than they do going racing on a road course. Drag racers prefer a live axle in back.
http://www.thetruthaboutcars.com/2011/02/review-2012-ford-mustang-boss-302-and-boss-302-laguna-seca/
A properly controlled live axle can handle and corner better than a run of the mill IRS.
Only on a track as flat as a snooker table. In the real world that most of us drive in, corners often come equipped with bumps, which has obvious problems for a live axle.
Shelby fit an IRS to a Mustang when he was developing the GT-350 and proved to himself that it wasn’t any faster around the track than a live axle. Also, you get constant camber with a live axle, something that is not true for an IRS without the Dedion setup. So, two things in a live axle’s favor, on the track.
That same IRS design is available as a replacement for early Mustangs, and having driven many of them over the years, I can just about guarantee that on the street it would help tremendously. Anything would help, frankly. A live axle on leaf springs is a horrible compromise. Every time you hit a bump in a turn the car wants to step sideways.