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07-20-2009, 05:46 PM
Roush package makes this Ford fly
July 15, 2009
BY ANDY MIKONIS, SearchChicago – Autos Contributor
http://searchchicago.suntimes.com/autos/news/1667468,071509-mustang2.article
Roush Performance has been known for producing performance-modified Ford Mustangs and F-150s since 1995. I had the opportunity to test Roush Performance’s latest effort, the 427R, based on the new 2010 Mustang.
Driving the stock 2010 Ford Mustang GT back-to-back with the Roush Mustang 427R, you get a great feel for the differences the Roush upgrades make.
Founder Jack Roush started as an engineer for Ford in 1964. He caught the drag-racing bug and ventured out on his own in 1970, building engines for himself and other racers. In the 1980s, Roush made a successful transition to sports car racing and later to NASCAR.
Founder Jack Roush started as an engineer for Ford in 1964. He caught the drag-racing bug and ventured out on his own in 1970, building engines for himself and other racers. In the 1980s, Roush made a successful transition to sports car racing and later to NASCAR.
Today Roush Racing has five teams in the Nextel Cup Series, as well as Bush and Craftsman Truck Series entries, with more than 300 victories, including this year’s Daytona 500.
Roush Performance, based in Livonia, Mich., combines its expertise in racing and manufacturing to produce unique vehicles designed for both street and track. Roush Performance also offers an extensive line of performance parts for most Ford vehicles.
The 427R is currently Roush’s top-end performance Mustang for 2010, though Roush has done other limited racing-oriented variations of past-generation Mustangs. In addition, the 2010 “Stage 1” and “Stage 2” Mustangs are available, which are not as extensively modified.
With a supercharger and other changes to the 4.6-liter V-8, the Mustang 427R produces an impressive 435 horsepower and 400 pound-feet of torque. Springs, struts, shocks and sway bars are beefed up for better handling. Cast chrome wheels with high-performance tires are 18 inches, with 20-inchers available.
Aesthetically speaking, the Roush 427R offers a unique front fascia with driving lights, rear spoiler and other ground effects. All the Roush components outside, inside and even under the hood have the quality, appearance, feel and fit-and-finish you’d expect from factory parts – though they are distinctively Roush.
For the Mustang 427R’s extras, add $14,156 to the $32,240 base vehicle price. This particular 427R had another $7,922 in options, bringing the price to $55,218 (which included a $900 destination charge). The Mustang 427R gets a three-year/36,000-mile warranty.
I took the standard Mustang GT out on the track. It was the first time I had driven the new 2010. Perhaps I was a little jaded by having spent the earlier part of the day in some pretty hot iron, but despite really liking the outgoing Mustang, I found the 2010 GT a little ho-hum. While the handling was acceptable – even familiar – the stock 315-horsepower engine just didn’t have that much punch on the demanding Road America track.
Miraculously, the Mustang 427R was immediately available upon returning the GT. It was Performance White with an optional blue graphics package and 20-inch wheels. Inside, the black leather seats with blue suede inserts and stitching (also optional) were comfortable and supportive. The “short throw” shifter struck me as looking unusually tall, but while driving it worked as advertised. Even the white-faced gauge cluster was a unique Roush unit.
The increased power speaks for itself, and speaks loudly through a deliciously thundering exhaust. I have since learned this particular exhaust system is installed by the dealer “post sale” and is intended for track use (this is included in the price above). Cornering is noticeably flatter and more confident with the Roush suspension. Good thing, too, since the 427R gets you to the corners a lot faster.
This car also had the performance front and rear brake kit for a not-inconsequential $2,877. These are racing-caliber brakes that have no problem hauling the 427R down to cornering speed over and over again. I began to see that just adding more power to the GT would exceed the capabilities of the rest of the car; the Roush 427R package addresses the GT’s on-track shortcomings.
While I did not do a street evaluation of the Mustang 427R, the suspension felt compliant enough for a daily driver. I suspect the racing brakes might become a little tedious in traffic, but Roush does offer a less intense brake upgrade for those who aren’t regulars at the track. For those who are, this car gives a lot of bang for the buck in the performance department.
The standard Mustang GT is fine for spirited on-the-road driving, but the neat thing about Roush is it offers the option to build the perfect Mustang for anyone – from those just looking for something a little different to hard-core track driving enthusiasts.
For more information visit ford.com or roushperf.com.
July 15, 2009
BY ANDY MIKONIS, SearchChicago – Autos Contributor
http://searchchicago.suntimes.com/autos/news/1667468,071509-mustang2.article
Roush Performance has been known for producing performance-modified Ford Mustangs and F-150s since 1995. I had the opportunity to test Roush Performance’s latest effort, the 427R, based on the new 2010 Mustang.
Driving the stock 2010 Ford Mustang GT back-to-back with the Roush Mustang 427R, you get a great feel for the differences the Roush upgrades make.
Founder Jack Roush started as an engineer for Ford in 1964. He caught the drag-racing bug and ventured out on his own in 1970, building engines for himself and other racers. In the 1980s, Roush made a successful transition to sports car racing and later to NASCAR.
Founder Jack Roush started as an engineer for Ford in 1964. He caught the drag-racing bug and ventured out on his own in 1970, building engines for himself and other racers. In the 1980s, Roush made a successful transition to sports car racing and later to NASCAR.
Today Roush Racing has five teams in the Nextel Cup Series, as well as Bush and Craftsman Truck Series entries, with more than 300 victories, including this year’s Daytona 500.
Roush Performance, based in Livonia, Mich., combines its expertise in racing and manufacturing to produce unique vehicles designed for both street and track. Roush Performance also offers an extensive line of performance parts for most Ford vehicles.
The 427R is currently Roush’s top-end performance Mustang for 2010, though Roush has done other limited racing-oriented variations of past-generation Mustangs. In addition, the 2010 “Stage 1” and “Stage 2” Mustangs are available, which are not as extensively modified.
With a supercharger and other changes to the 4.6-liter V-8, the Mustang 427R produces an impressive 435 horsepower and 400 pound-feet of torque. Springs, struts, shocks and sway bars are beefed up for better handling. Cast chrome wheels with high-performance tires are 18 inches, with 20-inchers available.
Aesthetically speaking, the Roush 427R offers a unique front fascia with driving lights, rear spoiler and other ground effects. All the Roush components outside, inside and even under the hood have the quality, appearance, feel and fit-and-finish you’d expect from factory parts – though they are distinctively Roush.
For the Mustang 427R’s extras, add $14,156 to the $32,240 base vehicle price. This particular 427R had another $7,922 in options, bringing the price to $55,218 (which included a $900 destination charge). The Mustang 427R gets a three-year/36,000-mile warranty.
I took the standard Mustang GT out on the track. It was the first time I had driven the new 2010. Perhaps I was a little jaded by having spent the earlier part of the day in some pretty hot iron, but despite really liking the outgoing Mustang, I found the 2010 GT a little ho-hum. While the handling was acceptable – even familiar – the stock 315-horsepower engine just didn’t have that much punch on the demanding Road America track.
Miraculously, the Mustang 427R was immediately available upon returning the GT. It was Performance White with an optional blue graphics package and 20-inch wheels. Inside, the black leather seats with blue suede inserts and stitching (also optional) were comfortable and supportive. The “short throw” shifter struck me as looking unusually tall, but while driving it worked as advertised. Even the white-faced gauge cluster was a unique Roush unit.
The increased power speaks for itself, and speaks loudly through a deliciously thundering exhaust. I have since learned this particular exhaust system is installed by the dealer “post sale” and is intended for track use (this is included in the price above). Cornering is noticeably flatter and more confident with the Roush suspension. Good thing, too, since the 427R gets you to the corners a lot faster.
This car also had the performance front and rear brake kit for a not-inconsequential $2,877. These are racing-caliber brakes that have no problem hauling the 427R down to cornering speed over and over again. I began to see that just adding more power to the GT would exceed the capabilities of the rest of the car; the Roush 427R package addresses the GT’s on-track shortcomings.
While I did not do a street evaluation of the Mustang 427R, the suspension felt compliant enough for a daily driver. I suspect the racing brakes might become a little tedious in traffic, but Roush does offer a less intense brake upgrade for those who aren’t regulars at the track. For those who are, this car gives a lot of bang for the buck in the performance department.
The standard Mustang GT is fine for spirited on-the-road driving, but the neat thing about Roush is it offers the option to build the perfect Mustang for anyone – from those just looking for something a little different to hard-core track driving enthusiasts.
For more information visit ford.com or roushperf.com.