2020 Ford Mustang Shelby GT500

As the Mustang “brand” grows in a controversial direction, it’s nice to know that horsepower never gets old

Lots of cars have angry eyebrows. Not that many cars have the moves to back them up. But the 2020 Shelby Mustang GT500 does and it’s very angry indeed. Even when painted in a jovial shade of safety-cone orange, the leering face bristles with vents, scoops, spoilers, and splitters. The very first second you fire it up you realize that the multi-mode exhaust has no fewer than four settings but they only range from antisocial to jet-engine. It wasn’t built to make friends.

It was built to be the ultimate performance Mustang. And with 760 horsepower, it’s far and away the most powerful Mustang ever built. Two of Steve McQueens rowdiest 1968 GT390s would still need a Mustang II stacked on top to equal the power of the mad supercharged 5.2L V8. Remember those “this is your brain on drugs” ads? Well this is your 5.2L GT350 Voodoo engine on copious amounts of boost. The bones of the same captain-insane-o flat-plane-crank V8 that we adored in the GT350 has been treated to a healthy dose of Roots blower which pushes 12 psi of go-fast squeeze through the mill. It makes 620 lb.-ft. and will rev out to 7,500 RPM.

The engine is a treasure. We will be talking about this engine 25 years later as one of the mechanical greats. It revs, it pulls, it’s linear, and boy is it mean. The idle has an off-key warble like a V10 Viper thanks to the cross-plane-crank breathing through one intake plenum. It’s everything you loved about the GT350 motor but with more of everything everywhere.

Coupled to this engine exclusively is a paddle-shift-equipped seven-speed dual-clutch Tremec automatic. I can hear the pitter patter of #savethemanuals typers already, but honestly, the average human and buyer will not be able to shift fast enough to keep up with 760 hp. The shift points come at you faster than the music notes in Guitar Hero when you try to play Iron Maiden at full difficulty. The paddle is an honestly welcome companion to the GT500 engine and the shifts are absolutely fierce when you need them to be. Otherwise, it seems content to waft you along and seamlessly shift around in traffic. It’s a very good transmission.

Every bit as good as that transmission is the suspension tuning. The GT500 is fully aerodynamically optimized and that combined with just honestly good suspension engineering make the GT500 not as scary to drive as you might think. The magnetorheological suspension is not too harsh and jouncy on real roads. Sport mode is just about perfect for fast driving. The steering lacks feel compared to what you’d find in a Porsche 718 or even across town in a Camaro. But the weight feels right and the entire package inspires tons of driving confidence. And you’ll want confidence when you’re piloting 760 hp around.

When you slap the accelerator down in a Hellcat, all kinds of amusing and terrifying things happen. The tires light up and the car goes sideways no matter what speed you’re already doing. It’s fun in the same way that base jumping is. But the Mustang simply rears up on those 315 section tires and explodes forward. Mat the gas at any speed above first gear and it just moves out like no muscle car you’ve ever seen, accompanied with a wild banshee wail. Lots of muscle cars have big power but the GT500 lets you use that power pretty much anywhere.

2020 Ford Mustang Shelby GT500

2020 Ford Mustang Shelby GT500 Clayton Seams

The cabin is nothing to write home about. You sit in a pair of nicely-shaped Recaros but those are the only seats you’ll find inside. The rears have been replaced with a little bit of foam. The GT500 is a true two-seater. Though it may cost a full $94,675 in Canada, the door panels, dashboard pad, and console are made from the very same materials you’d find in a humble four-cylinder Mustang. But if you’re buying this car, you know exactly where your money has been spent. Your money went to fund all the amazing pieces that transform the Mustang into a 100-percent capable track car. And frankly, I don’t know where you’d find more performance capability for under $100,000.

Despite it’s angry face and it’s back-off exhaust tone, the GT500 is actually friendly to drive once you wrap your head around the sheer speed of it. It’s the GT2 RS to the GT350’s GT3. The manually-shifted GT350 is more pure and is the true driver’s car of the two. The GT350 also has just that extra little bit of hard-edge sound thanks to it’s sky-high 8,200 RPM redline. Which is the better car? Well, frankly, the GT350 may be “ticket” fast but the GT500 is “jail” fast. The 350 is ideally suited for canyon carving and fast road driving. And while you can canyon carve the GT500, it wants for something more. The GT500 deserves a racetrack to be let loose on, and a big one at that. Then you can show all the other cars how angry it can truly be.

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Robert Downey Jr’s 1970 Ford Mustang Boss 302

Jeffrey Ross

Robert Downey Jr. might be best known for driving various Audis as Tony Stark, but Speedkore Performance Group says that they’ve built him a 1970 Ford Mustang Boss fit for a superhero. As if the ’70 Mustangs weren’t already cool enough, Speedkore went to work on this Boss complementing the classic lines with a modern look and stance.

1970 Mustang Boss 302

Making this Boss look like a boss, the Mustang rides on custom HRE performance wheels that are tucked beautifully under the fenders. Those fenders, along with the hood, bumpers, front splitter and more, are created from carbon fiber, while the taillights, door handles, and fuel cap are a custom billet. Even the Mustang logo in the front grille has a brushed finish with a carbon fiber background. Inside, the car is fitted with a European-inspired leather interior crafted by Gabe’s Custom Interiors, and it has the latest audio system with Bluetooth and iPod connectivity.

a close up of a metal rack: Check Out Robert Downey Jr’s 1970 Ford Mustang Boss 302

© Motorious Check Out Robert Downey Jr’s 1970 Ford Mustang Boss 302

The hard work paid off as this Mustang has won several prestigious awards over the years including the 2017 SEMA Show Ford Design Awards: Best Heritage Vehicle and the 2019 Grand National Roadster Show where it took home first place in the Sport Touring class.

More than just a show car, though, this Boss Mustang is powered by a Ford Performance Aluminator 5.0-liter V-8 with a Stage 2 Ford Performance/Roush supercharger bolted on top. Detroit Speed supplied the Aluma-Frame front suspension, rack and pinion performance steering, Pro Touring coil-over shocks and QuadraLink rear suspension, and Baer 16-inch drilled and slotted brakes help bring this car to a quick stop.

No word as to how much was invested to create this 1970 Ford Mustang Boss 302, but it was certainly worth every penny!


2020 Chevrolet Corvette Stingray

Motor Trend Staff

By now, we’ve all read the specs, seen the pictures, toured the interior, and rummaged through the customization options on the 2020 Chevrolet Corvette Stingray. Now that we’ve examined the new sports car from every angle, it’s time to consider how the Corvette’s design has evolved from its predecessor. Moving into its eighth generation, the Corvette Stingray gets a completely new look that reflects its shift from a front-engine to a mid-engine car. But does the new look work? Let’s examine the styling changes below.

2020 Corvette

Corvette designers achieved a bolder look up front with a wider lower grille. Overall, you’ll find sharper lines, from the grille to the hood creases, and even the headlights, which are more stretched out and angular, coming to a sharp point at either end. Compared to the C7 Corvette, the headlights on the new model don’t bulge out as much from atop the hood. Also, you won’t find a hood vent on the new Corvette Stingray.

When viewing the Corvette from its side profile, the move from front- to mid-engine is abundantly clear. As you can see, the Corvette loses its cab-rearward design now that the engine is behind the passenger cabin. In fact, the driver has been pushed forward 16.5 inches compared to the C7 Corvette as a result of the new mid-engine layout. This gives it the well-balanced proportions we’ve seen on supercars like the Ford GT, Ferrari 488, and Audi R8. A large diagonal side vent is a key new design feature, accentuating the Corvette’s prominent hips. The new Corvette is 5.4 inches longer than its C7 predecessor, with a wheelbase that is half an inch wider. Height has dropped by 0.2 inch.Click to expand01:2602:30HQ8 cool things about the 2020 Corvette Stingray

The boxy rear end was a point of contention when the C7 Corvette debuted several years ago, but fortunately, the look has changed with the C8. Now a little more sculpted, the rear features a low-slung look and bold vents just below the taillights. Speaking of those taillights, they represent an evolution of the previous Corvette’s design, with the dual light signatures taking on a new C-shape. Instead of four tailpipes all clustered together on the bottom, there are now twin tailpipes at either side.

We were satisfied with the C7 Corvette’s interior when it was new, but we’re glad the C8 Corvette takes it up a notch further with higher-quality materials and more personalization options. Six interior color themes are available, as well as six seat belt colors and two optional stitch packages. There are also three seat options with different materials and bolstering. The touchscreen is now canted toward the driver and sits close to the digital instrument display. Instead of a traditional gear stalk that the C7 model had, the new Corvette introduces a push-button shifter. And controversially, it has a long row of 20 buttons on the center console separating the driver from the passenger. Keep in mind that cargo space has dropped from 15 cubic feet to 12.6 cubic feet, and that the capacity is split between a frunk and trunk.

Do you think the 2020 Chevrolet Corvette Stingray is refreshing or revolting? Let us know in the comments on Facebook.

Aston Martin DBX Preproduction

The Aston Martin DBX is set to debut later this year.

Anthony Alaniz 2019-06-24

As Aston Martin prepares to launch its first SUV, the DBX, the British luxury automaker is opening up about how it designed it. In an interview with Motoring.com.au, Simon Sproule, Aston Martin’s global marketing boss, says women are behind the boom in SUV sales. In the DBX’s development, Aston Martin completed extensive research into the needs and desires of SUV buyers, discovering women are more eager for such high-riding models than men.

According to Sproule, women want to feel safe and protected while also being able to see ahead of them on the road. SUVs provide that for women. Sproule added SUVs are attractive to both sexes. It just so happens what women want in a vehicle correlates with crossovers and SUVs.

a red and black truck sitting on top of a car: Aston Martin DBX Preproduction

© Motor1.com/Hersteller Aston Martin DBX Preproduction

Sproule also noted the softening of the SUV image with crossovers have made them much more appealing to a broader audience. Rough-and-tough nameplates like the Ford Bronco, Mercedes G-Class, and  Jeep Wrangler appeal to a more male-dominated audience. Women also have power in the showrooms, too. According to Sproule, women make 80 percent of the car-buying decisions around the world, adding, “It logically follows that their vehicle preferences will have a substantial impact on the market.”

Aston went as far as creating an avatar called “Charlotte” as a proxy for the segment during the DBX’s development. However, Sproule said Aston’s goal of the DBX project was to create another beautiful Aston Martin with the necessary attributes to find success in the luxury market. It would only make sense for Aston to research who are buying luxury SUVs and what their needs are.

As of right now, the DBX is Aston’s only new SUV coming down the pipe. Then again, automakers are coy about talking about future products. The Aston Martin DBX should debut later this year, most likely at the Los Angeles Auto Show in late November. Or, Aston could host a dedicated event for what could very probably be its best-selling model in a few short years.