I had already made my mind up that in 2010, a new stang was in the cards. It's been a while since I've bought a "keeper", and I'd worked up a hell of an itch for another Mustang. I'm a bit older now, so my old red 1992 5.0 coupe won't do it for the daily commute, or the occasional weekend trip with the wife. I wanted a Mustang with cupholders, legroom, nice tunes, and some comfort.
I seriously considered 07-09 GT500s (can't afford a 10-11 Shelby), but I had just about decided I would purchase a 2010, get the new car styling, and save some money. I'm a fan of the venerable 3-valve 4.6, as evidence by the swap I performed on my fox-body Fairmont using a FRPP Hot Rod 3v crate engine. The 3-valve 4.6 was the last and best, in my opinion, representation of the 4.6 modular engine as installed from the factory in a Mustang. I knew what was out there to make big power with the 4.6.
If you've read my previous blogs, you know my position on the 2011 Mustang. I love the styling, love the 5.0 moniker, and I love the comfort, convenience, and handling improvements that were introduced in 2010, then carried over to the 2011. The "gripe" I had about the 2011 Mustang GT was the engine's totally-new design. I was concerned as to how this new 5.0 would effect the aftermarket. It seems as if aftermarket support is just getting strong for the now-defunct 3-valve 4.6.
All this being said, the allure of a 400hp GT, coupled with a 6-speed manual and Brembo brakes was too strong. For about the same price as an 07-09 GT500, I could have a brand-new Mustang, with Brembo brakes and a warranty. After much deliberation, I took the plunge and called Sykora Family Ford in West, Texas and ordered a 2011 GT. Talking out of both sides of my mouth? Maybe, but the 2011 is just so much better off in stock form than the 2010. This car is one hell of a package for about $35k. Across the board, the 2011's MSRP had increased about $2000 over the 2010. A lot of money, sure, but ,remember, we saw $35k Mustangs with the introduction of the Cobra in 2003. With more horsepower, a better chassis, more refinements, and, arguably, a more attractive shape, the 2011 Mustang is a bargain. So much of a bargain, that I chose to order one and wait, in lieu of purchasing a discounted torch red 2010 Mustang GT that was on Sykora's lot for thousands less.
The result?
What you see before you is a 2011 Mustang GT 5.0 in Race Red. If you haven't seen this color in person, you're missing out. It's got some pop to it. Think of Performance Red from the 93 Cobra and 00 Cobra R instead of Torch Red. The color has much more of an orange hue. My GT is equipped with the 6-speed manual Getrag MT82 trans, 3.73 gears, and the Brembo brake package, which also includes 19x9" dark gray painted wheels, along with some suspension tuning. I ordered package 400a, which includes upgraded instrumentation with MyColor, aluminum dash accents, ambient lighting (if you are a product of the first 5.0 revolution, you can think of these of interior neons), leather seating, SYNC, steering wheel controls, and other interior niceties. I threw the optional HID headlights and security package on for good measure.
MSRP on this car was $36700, or just a shade more than prices I'd been seeing for low-mileage 07-09 GT500's.
Putting it bluntly, this car is badass. I'm simply overwhelmed that this performance can be had from the factory in a Mustang GT. Coming in at almost $20k less than the 2011 Shelby GT500, it sports the same brakes, same suspension, and same number of forward gears. The 5.0 rings in at 412 horsepower. Judging by rear-wheel horsepower numbers, that number is more like 430-440. 440 is not far off 07-09 GT500's horsepower in stock form, with about 400 lbs less weight. Ford rates the GT at 26mpg highway, so it's a bit easier on fuel than the GT500 as well. Due to the new MT82's uber-low 3.66:1 first gear, and a 3.73:1 rear axle ratio, high 12's in the quarter are a snap (though I've yet to hit the strip in mine) This is just a few 10th's behind a stock Shelby.
The caveat to this whole deal is the rumor that the 5.0 is tapped, much to my original concern. Ford claims a 110% volumetric efficiency out of this engine - as good as a race engine. Everyone knows what can be achieved with a 3-valve GT or GT500, but it's going to take trial and error by the aftermarket to determine what works and what doesn't in the quest for more horsepower out of the new 5.0. This car runs like a beast now, but the 'ole "butt meter" thinks the fun factor could improve. I'm hoping that 30-40 more horsepower can be achieved with simple bolt-ons. I'm also hoping simple bolt-ons will bring back some of that old 5.0 feel. The new car, with all its refinements, is a bit numb. Man's best friend, my 92 coupe, will wag it's tail at the first hint of throttle. The new car won't. It takes a deliberate effort to lose traction in this car. Good? Yes. Bad for the butt meter.
Follow along with me on this project. I plan to investigate the potential in this already potent platform. I don't plan to make this a purpose-built drag strip brawler or corner carver. I'm paying a fat car payment just like you are, and I still want to have an enjoyable daily-driver when I'm done.
Installation blogs will come with emphasis on modifications that represent the best "bang for your buck" for the average new Mustang owner. I'm not going to tear the car apart and start from scratch. Instead, I'll do things one step at a time. You'll see improvements in styling, acceleration, braking, and handling, hopefully without sacrificing comfort. I'll see if we can dispel that rumor that the new 5.0 is tapped. Hopefully, the new 5.0 will live up to it's predecessor, offering awesome performance for the everyman, and plenty of room for more power and personalization.
