2014 ford mustang shelby gt500 vs camaro zl1
662bhp Ford Shelby Mustang GT500 Versus Chevrolet Camaro ZL1 580bhp
Before the axle Stone Age exchanged independent rear suspension, before the big V8s die and a turbocharged four-cylinder engine becomes the top seller, before the Mustang is changed irrevocably European and Asian tastes, we're having a celebration end unit in the good ol 'USA A. And a helluva swan song of our Shelby GT500 with a supercharged V8 engine screaming out 662bhp 5.8 liters, is the most powerful Ford has ever built. Is it necessary to mention that the wheels of motor units?
This will not be a trip of pink, but rather as disputed as the US elections, because we have a Chevrolet Camaro ZL1 along too. Thank goodness gas is 50 cents per liter, because it has an even bigger V8 supercharged engine, and as our black crust pair of red and downstairs and Burble your way through the amazing Joshua Tree National Park fuel tanks are being emptied at an alarming rate.
After four hours of fighting choking traffic in Los Angeles who have escaped the smog, taken on the left next to Highway 10 near Palm Springs, paid the price of admission $ 15, and are 3000ft and load through a sun-bleached dotted and decorated by trees that give this park point name landscape. (Actually, they are yuccas, for those readers Gardeners World 'they have picked the wrong mag and wonder where Monty Don is.)
That neither has fallen off the road and hit thorny plant he said debunks the first stereotype - these are the muscle cars of today, fierce rivals that are more complete than ever. But it is also very different from the way they began in late 1960 ...
68 Fastback Steve McQueen could be the most famous Mustang, but the best have always been the Shelbys - built by former Le Mans winner late Carroll Shelby. His first modified Mustang GT500 was not, GT350, but 1965 was a road runner stripped out, GT3 style built for competition and with little gifts to comfort - and that Ford had not made the engine compartment '65 -'66 Mustangs large enough to accommodate your family V8 'big block', settled for only a "small block" 4.7 liter.
That changed in the 67, so Frank Bullitt McQueen had a 390 cid V8 (cubic inch displacement, equivalent to 6.4 liters) for tearing around San Francisco, and a more powerful Shelby Mustang was born. GT500s got a handful of race-derived 427-cid Ford (7.0 L) V8, but most were equipped with engines 'Police Interceptor' 428-cid. Ranked 355bhp to 306bhp the GT350, the booths GT500s were not naked, bucket seats and suspension competence of the specifications, but fully trimmed interior and improved (but still cheaper) fundamentals Mustang GT. It is just $ 200, the GT500 sold more comfortably the GT350.
Ford was beyond the '68 Mustang Cobra Jet 428 engine had 428, but with a Holley four-barrel carburetor and intake of 427 undergraduate courses meant 410bhp. - Even though he was officially qualified to soothe 355bhp nervous insurers. Carroll Shelby updated this summer for 428 CJ engine also, after the disappearance of his Cobra based CA, designated this Mustang Cobra GT500-KR. KR represented king of the road, a nod to its fatter tires and improved suspension, however, he outweighed the Ford Cobra Jet drag strip and was champion. In fact, GT350 side, each Shelby was great luxury CVB unadorned track star, and the final 1969-1970 GT500s were portlier than ever. The Ford / Shelby relationship ended shortly thereafter.
As legend ZL1 was beginning. Chevy had prohibited all but the Corvette to have a greater than 400-cid (6.6 L) engine, but Don Yenko, a retailer Pennsylvania Chevrolet, had transplanted the iron-block 427 'Vette V8 in '67 and '68 Camaro. And thanks to his influence with Chevy (which had dealer outlets in 19 states) Yenko persuaded the factory to build a batch of 69 Camaros with 427 engines, which were legal for drag racing. Using little known Chevy COPO (Central Office Production Order) code originally intended for bulk orders fleet of customized vehicles such as taxis stronger suspension, Yenko Camaros ordered 201 7.0 liter V8. Other distributors that hit more than 500 cars and even had a five-year warranty. Why not all garages be?
Chevy dealer Fred Gibb based in Illinois went a step further with snowflake code, ordered 50 Camaros - to meet regs National Hot Rod Association - with the all-aluminum V8 427 a broker Chaparral Can-Am. Designated 'ZL1' this thoroughbred 7.0-liter engine was rated at 420bhp, 500bhp produced over and was as light as a 327-cid Chevy V8. In stock trim the Camaro ZL1 ran quarter mile in the low 13s; with slicks, headers and a little pitch, which fell to 11.6 seconds; and NHRA Super Stock cars set records in the low 10s. Not bad for 1969, and also crossplys - none of our new cars can match that. Engines only cost $ 4160 (more than two thirds of the price of 7.200 US dollars) so although 69 were built, 30 were returned unsold Chevrolet and took years to change. But that did not stop the ZL1 badge become as iconic as CSL or GTO.
Our top Mustang and Camaro models range are now totally legit, and although none of them has a racing engine grade - although both are all-aluminum - is the Ford V8 that is more advanced. Of course I only went from an iron block a few years ago, but has four valves per cylinder. Fantasy, huh? And the MY2012 MY2013 to change (this model year things is important in Latin) saw the 5.4-liter V8 bored of 5.8 liters (355-cid) and a higher Eaton supercharger, 550bhp and 510 pound feet became 662bhp and 631 pounds feet.
That's not a typo. This Mustang has rear suspension Fred Flintstone-spec, but nothing on this side of a Ferrari F12 has so much power, and even the new Viper V10 engine torque is not so. And if you go by the old system of measurement used to evaluate the original GT500 and ZL1 (until 1972 the powers were gross, ie without auxiliary but open escapes), then you are probably looking at over 700bhp ...
It is an engine of glorious also seeks the supercharger that springs from the blue cam covers, air is introduced into it through an air filter tin cone size of the painting, the flagship Cobra sitting on the grid opposite to that side not get caught. It is special.
Too bad the new ZL1. Its predecessor was the first production of Chevy with an aluminum engine, and apart from two '69 Corvette and a prototype ZL1s once Camaro built in 1993 with an almost 700bhp 8.6 liter V8, ZL1 suffix has never been applied to another . But despite 6.2 liters (376-cid) this supercharged V8 cranks out 580bhp and 556 pounds feet, a 638bhp version is in the Corvette ZR1. And with pushrods and only two valves per cylinder, the original ZL1 427 was advanced for its day.
Add in extra 122kg Camaro, lower speed limit and 800 rpm - when the Mustang has traction - Race Red Ford romps ahead of the Red Chevrolet Victoria. It is much faster, not only the Camaro, but almost anything. A big V8 with a supercharger means 395 pounds feet of only 1,000 rpm (over a BMW M3 at its peak) and 90% of the 631 foot pounds between 2200 and 5800rpm, yet still cries over 4000rpm and whips in the red. Only Huayras Pagani and Porsche GT2s feel more brutal.
But throw in a gearshift or two and Camaro returns. Both use the same Tremec six-speed manually, but stick Chubby ZL1 Alcantara quickly and cleanly when the gear shift topped cue ball in the 'Stang fight your attempts. After an hour I swear my wrist is arthritis. Add a truck clutch business as Shelby and his environment will soon be shuffling around in circles with Chris Hoy left leg and the right arm of a silverback.
No doubt the Chevy fast, but it is the noise that you really love. The Shelby screams louder when turning the key, but otherwise hidden behind too much road noise and tire slap is. The ZL1 crackles and rumbles and roars in overcoming as a Mercedes SLS AMG, and no supercharger whine to mask their pace Embassy.
And I'd rather be sitting on the ZL1 for other reasons. Given the flimsy plastic air vents-in will sink under your fingers, dot matrix digital displays are as high tech as the engine of the old school, steering wheel and the stems are out of a Vauxhall Astra and Superman would fight to see past the inclined columns. But the script is cut slim-Alcantara bucket seats are much more support than the Mustang hard, and rake adjustment andreach-rock chairs means you're not forced to huddle on the wheel. I love the head-up display, too.
You sit stool at Ford, he crashed seat forward so you can reach the edge-rake alone, surrounded by the high transmission tunnel. It feels great. Just small or packaged efficiently, but at least you feel part of her Camaro rather than perched on top. And it is an exaggerated feeling more instant turn in Shelby. The ZL1 is a little softer, a little slower to react when you attack a corner, but from front to back also more balanced; the Mustang is more rigid, more stable and less susceptible to roll nose, but you fall off the chair on-style and feel you are clinging behind the V8.
I can not keep up with the address settings' Stang either, Comfort, Standard and Sport. All three are tactless, and too light about the line when you really want to bite that inspires confidence. Standard comfort is preferable because of its lightness attended at least reflects those early grades locking numb, but better stick with the sport.
Not the case with the two-stage Bilstein dampers. They are part of the Performance Package £ 2200 (a must-have, as well as forged wheels aluminum and flat rates back also spring bundles on a limited diff slip Torsen), but even normal the disturbed front and shimmies axis back and jump on the bumps mid corner, undermining their confidence. Freddy Krueger would be a welcome addition to my nightmares from moisture, concrete freeway ramps distraction.
The ZL1 has its own adjustable shocks, but they are the most advanced system MagneRide seen in the Audi R8 and the Range Rover Evoque (an electric current softens or the magneto-rheological fluid iron filled shock absorbers). There is little difference between the Sport and Tour modes, but the continuously variable tuning means that the ride is smoother. So the more substantial direction independent rear suspension, gearbox and cooperative, means that any advantage the Mustang pulls down the straight when guards are not looking is more than matched by the Camaro through every corner.
The Ford / Shelby relationship was rekindled in 2003 when the legendary Texas tuner was appointed adviser GT supercar project, and the first in decades GT500 was released in 2005 (as a 2007 model - go figure). But while own Special Vehicle Team Ford engineers now these new Shelbys, more than a touch of aftermarket latter GT500: the only Copes, engine suspension outrageous dominates the bulk gases and upright posture of V6 model base is evident through the Cobra badges and black stripes, and the lack of any current grid in the front sockets makes you think anything that interrupts the flow of cooling air under the hood is closed. She is blond, as once Edmund Blackadder, that crazy Jack McMad, the winner of the Mr. Mad competition last year said.
Forty-five years after first applying Carroll Shelby Cobra name a GT500, which means there has been a change of roles: the ZL1 is no longer an engine on wheels, and Shelby Mustangs are not large cars. That will not matter to the United States diehard fans who will always remain loyal to Ford or Chevrolet, Mustang or Camaro, but unless you need the engine of Shelby (and do a revealing, racing heart and stomach punching case itself), then it takes the ZL1 surprisingly rounded and resolved.
The battle can be won, but with the following Mustang imminent war is not over, and although the 662bhp supercharged V8 may be too high to fit under the hood of the new car, the twin-turbo 5.0-liter V8 sounds hardly ranked as replacement underpowered. Meanwhile, if there is some Shelby, Yenko or stuff in you, TV in the US - Including Shelby's own company - built GT500s and ZL1s with 1000bhp
Before the axle Stone Age exchanged independent rear suspension, before the big V8s die and a turbocharged four-cylinder engine becomes the top seller, before the Mustang is changed irrevocably European and Asian tastes, we're having a celebration end unit in the good ol 'USA A. And a helluva swan song of our Shelby GT500 with a supercharged V8 engine screaming out 662bhp 5.8 liters, is the most powerful Ford has ever built. Is it necessary to mention that the wheels of motor units?
After four hours of fighting choking traffic in Los Angeles who have escaped the smog, taken on the left next to Highway 10 near Palm Springs, paid the price of admission $ 15, and are 3000ft and load through a sun-bleached dotted and decorated by trees that give this park point name landscape. (Actually, they are yuccas, for those readers Gardeners World 'they have picked the wrong mag and wonder where Monty Don is.)
That neither has fallen off the road and hit thorny plant he said debunks the first stereotype - these are the muscle cars of today, fierce rivals that are more complete than ever. But it is also very different from the way they began in late 1960 ...
68 Fastback Steve McQueen could be the most famous Mustang, but the best have always been the Shelbys - built by former Le Mans winner late Carroll Shelby. His first modified Mustang GT500 was not, GT350, but 1965 was a road runner stripped out, GT3 style built for competition and with little gifts to comfort - and that Ford had not made the engine compartment '65 -'66 Mustangs large enough to accommodate your family V8 'big block', settled for only a "small block" 4.7 liter.
That changed in the 67, so Frank Bullitt McQueen had a 390 cid V8 (cubic inch displacement, equivalent to 6.4 liters) for tearing around San Francisco, and a more powerful Shelby Mustang was born. GT500s got a handful of race-derived 427-cid Ford (7.0 L) V8, but most were equipped with engines 'Police Interceptor' 428-cid. Ranked 355bhp to 306bhp the GT350, the booths GT500s were not naked, bucket seats and suspension competence of the specifications, but fully trimmed interior and improved (but still cheaper) fundamentals Mustang GT. It is just $ 200, the GT500 sold more comfortably the GT350.
Ford was beyond the '68 Mustang Cobra Jet 428 engine had 428, but with a Holley four-barrel carburetor and intake of 427 undergraduate courses meant 410bhp. - Even though he was officially qualified to soothe 355bhp nervous insurers. Carroll Shelby updated this summer for 428 CJ engine also, after the disappearance of his Cobra based CA, designated this Mustang Cobra GT500-KR. KR represented king of the road, a nod to its fatter tires and improved suspension, however, he outweighed the Ford Cobra Jet drag strip and was champion. In fact, GT350 side, each Shelby was great luxury CVB unadorned track star, and the final 1969-1970 GT500s were portlier than ever. The Ford / Shelby relationship ended shortly thereafter.
As legend ZL1 was beginning. Chevy had prohibited all but the Corvette to have a greater than 400-cid (6.6 L) engine, but Don Yenko, a retailer Pennsylvania Chevrolet, had transplanted the iron-block 427 'Vette V8 in '67 and '68 Camaro. And thanks to his influence with Chevy (which had dealer outlets in 19 states) Yenko persuaded the factory to build a batch of 69 Camaros with 427 engines, which were legal for drag racing. Using little known Chevy COPO (Central Office Production Order) code originally intended for bulk orders fleet of customized vehicles such as taxis stronger suspension, Yenko Camaros ordered 201 7.0 liter V8. Other distributors that hit more than 500 cars and even had a five-year warranty. Why not all garages be?
Chevy dealer Fred Gibb based in Illinois went a step further with snowflake code, ordered 50 Camaros - to meet regs National Hot Rod Association - with the all-aluminum V8 427 a broker Chaparral Can-Am. Designated 'ZL1' this thoroughbred 7.0-liter engine was rated at 420bhp, 500bhp produced over and was as light as a 327-cid Chevy V8. In stock trim the Camaro ZL1 ran quarter mile in the low 13s; with slicks, headers and a little pitch, which fell to 11.6 seconds; and NHRA Super Stock cars set records in the low 10s. Not bad for 1969, and also crossplys - none of our new cars can match that. Engines only cost $ 4160 (more than two thirds of the price of 7.200 US dollars) so although 69 were built, 30 were returned unsold Chevrolet and took years to change. But that did not stop the ZL1 badge become as iconic as CSL or GTO.
Our top Mustang and Camaro models range are now totally legit, and although none of them has a racing engine grade - although both are all-aluminum - is the Ford V8 that is more advanced. Of course I only went from an iron block a few years ago, but has four valves per cylinder. Fantasy, huh? And the MY2012 MY2013 to change (this model year things is important in Latin) saw the 5.4-liter V8 bored of 5.8 liters (355-cid) and a higher Eaton supercharger, 550bhp and 510 pound feet became 662bhp and 631 pounds feet.
That's not a typo. This Mustang has rear suspension Fred Flintstone-spec, but nothing on this side of a Ferrari F12 has so much power, and even the new Viper V10 engine torque is not so. And if you go by the old system of measurement used to evaluate the original GT500 and ZL1 (until 1972 the powers were gross, ie without auxiliary but open escapes), then you are probably looking at over 700bhp ...
It is an engine of glorious also seeks the supercharger that springs from the blue cam covers, air is introduced into it through an air filter tin cone size of the painting, the flagship Cobra sitting on the grid opposite to that side not get caught. It is special.
Too bad the new ZL1. Its predecessor was the first production of Chevy with an aluminum engine, and apart from two '69 Corvette and a prototype ZL1s once Camaro built in 1993 with an almost 700bhp 8.6 liter V8, ZL1 suffix has never been applied to another . But despite 6.2 liters (376-cid) this supercharged V8 cranks out 580bhp and 556 pounds feet, a 638bhp version is in the Corvette ZR1. And with pushrods and only two valves per cylinder, the original ZL1 427 was advanced for its day.
Add in extra 122kg Camaro, lower speed limit and 800 rpm - when the Mustang has traction - Race Red Ford romps ahead of the Red Chevrolet Victoria. It is much faster, not only the Camaro, but almost anything. A big V8 with a supercharger means 395 pounds feet of only 1,000 rpm (over a BMW M3 at its peak) and 90% of the 631 foot pounds between 2200 and 5800rpm, yet still cries over 4000rpm and whips in the red. Only Huayras Pagani and Porsche GT2s feel more brutal.
But throw in a gearshift or two and Camaro returns. Both use the same Tremec six-speed manually, but stick Chubby ZL1 Alcantara quickly and cleanly when the gear shift topped cue ball in the 'Stang fight your attempts. After an hour I swear my wrist is arthritis. Add a truck clutch business as Shelby and his environment will soon be shuffling around in circles with Chris Hoy left leg and the right arm of a silverback.
No doubt the Chevy fast, but it is the noise that you really love. The Shelby screams louder when turning the key, but otherwise hidden behind too much road noise and tire slap is. The ZL1 crackles and rumbles and roars in overcoming as a Mercedes SLS AMG, and no supercharger whine to mask their pace Embassy.
And I'd rather be sitting on the ZL1 for other reasons. Given the flimsy plastic air vents-in will sink under your fingers, dot matrix digital displays are as high tech as the engine of the old school, steering wheel and the stems are out of a Vauxhall Astra and Superman would fight to see past the inclined columns. But the script is cut slim-Alcantara bucket seats are much more support than the Mustang hard, and rake adjustment andreach-rock chairs means you're not forced to huddle on the wheel. I love the head-up display, too.
You sit stool at Ford, he crashed seat forward so you can reach the edge-rake alone, surrounded by the high transmission tunnel. It feels great. Just small or packaged efficiently, but at least you feel part of her Camaro rather than perched on top. And it is an exaggerated feeling more instant turn in Shelby. The ZL1 is a little softer, a little slower to react when you attack a corner, but from front to back also more balanced; the Mustang is more rigid, more stable and less susceptible to roll nose, but you fall off the chair on-style and feel you are clinging behind the V8.
I can not keep up with the address settings' Stang either, Comfort, Standard and Sport. All three are tactless, and too light about the line when you really want to bite that inspires confidence. Standard comfort is preferable because of its lightness attended at least reflects those early grades locking numb, but better stick with the sport.
Not the case with the two-stage Bilstein dampers. They are part of the Performance Package £ 2200 (a must-have, as well as forged wheels aluminum and flat rates back also spring bundles on a limited diff slip Torsen), but even normal the disturbed front and shimmies axis back and jump on the bumps mid corner, undermining their confidence. Freddy Krueger would be a welcome addition to my nightmares from moisture, concrete freeway ramps distraction.
The ZL1 has its own adjustable shocks, but they are the most advanced system MagneRide seen in the Audi R8 and the Range Rover Evoque (an electric current softens or the magneto-rheological fluid iron filled shock absorbers). There is little difference between the Sport and Tour modes, but the continuously variable tuning means that the ride is smoother. So the more substantial direction independent rear suspension, gearbox and cooperative, means that any advantage the Mustang pulls down the straight when guards are not looking is more than matched by the Camaro through every corner.
The Ford / Shelby relationship was rekindled in 2003 when the legendary Texas tuner was appointed adviser GT supercar project, and the first in decades GT500 was released in 2005 (as a 2007 model - go figure). But while own Special Vehicle Team Ford engineers now these new Shelbys, more than a touch of aftermarket latter GT500: the only Copes, engine suspension outrageous dominates the bulk gases and upright posture of V6 model base is evident through the Cobra badges and black stripes, and the lack of any current grid in the front sockets makes you think anything that interrupts the flow of cooling air under the hood is closed. She is blond, as once Edmund Blackadder, that crazy Jack McMad, the winner of the Mr. Mad competition last year said.
Forty-five years after first applying Carroll Shelby Cobra name a GT500, which means there has been a change of roles: the ZL1 is no longer an engine on wheels, and Shelby Mustangs are not large cars. That will not matter to the United States diehard fans who will always remain loyal to Ford or Chevrolet, Mustang or Camaro, but unless you need the engine of Shelby (and do a revealing, racing heart and stomach punching case itself), then it takes the ZL1 surprisingly rounded and resolved.
The battle can be won, but with the following Mustang imminent war is not over, and although the 662bhp supercharged V8 may be too high to fit under the hood of the new car, the twin-turbo 5.0-liter V8 sounds hardly ranked as replacement underpowered. Meanwhile, if there is some Shelby, Yenko or stuff in you, TV in the US - Including Shelby's own company - built GT500s and ZL1s with 1000bhp
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