![\"ShelbyGT350_06_HR\"](\"http:\/\/www.gannett-cdn.com\/-mm-\/0975dbcf15c2c17e02eaf54db9dc1be7c0d243b3\/c=1184-0-6285-3826&r=x404&c=534x401\/local\/-\/media\/2015\/09\/02\/DetroitNews\/B99301191Z.1_20150902190756_000_GTCJ1BPI.1-0.jpg\")
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I\u2019ve wrestled the twin-striped snake before.<\/p>\n
The 662-horsepower, Cobra-badged, 2013 Ford Shelby GT500 Mustang \u2014 distinguished by its supercharged, 5.8-liter V-8 \u2014 could strike quickly at a stoplight, hitting 60 mph in just 3.4 seconds. It could also bite you back. Based on the solid-rear axle, sixth-gen chassis, the Shelby was a reptile-by-the-tail in the twisties. In the rain it was downright diabolical. Give the big V-8 too much boot and you could take out a whole block of mailboxes.<\/p>\n
The all-new, razor-sharp, curve-carving 2016 Shelby GT350 Mustang is not that car.<\/p>\n
Indeed, I should check the\u00a0wedding registry at The Henry Ford<\/a>. I swear the GT350 married a\u00a0Ferrari California<\/a>\u00a0and spawned a child. Despite the Hatfield and McCoy history of the two companies (cue the Ford GT supercar\u2019s war on Ferrari at LeMans next year to commemorate the 50th anniversary of their last assault), Ford engineers went to Ferrari school.<\/p>\n Pay attention, class. There will be a quiz at the end. Under the football-field-long hoods of the Mustang and Ferrari beat flat plane-crank, V-8 engines. Until now the exclusive territory of Ferraris and race cars, the flat crank is a Ford first. It was worth the wait. The GT350 team chose the lightweight design for its inherent, high-revving character while engineering out its less desirable tendency to shake like a wet dog. The result is a smooth eight-holer that revs to (no kidding) 8,250 RPM with an endless torque band over 3,500 RPM that will have you begging for more.<\/p>\n But the Shelby\u2019s handling is the revelation here \u2014 allowing this snake to transcend muscle car stereotype and compete with more expensive exotics.<\/p>\n I admit some trepidation\u00a0before taking the big pony out on<\/a>\u00a0Laguna Seca, California\u2019s legendary Mazda Raceway last week. The 2.3-mile rollercoaster is appropriately brought to you by the makers of the sprightly MX-5 Miata. This is a track that demands nimble handling. Even its lone straightaway has a blind kink in the middle that requires a deep breath in the smallest of cars.<\/p>\n I\u2019ve flung 1,400-pound\u00a0Barber School formula cars<\/a>, 2,400-pound Alfa 4Cs, and 3,400-pound,\u00a0AWD Subaru STIs<\/a>\u00a0around Mazda Raceway, but never a 3,800-pound muscle car. Forget Oakland County in the rain. A GT500 would be a challenge around Laguna in the most-experienced of hands in the\u00a0dry.<\/em><\/p>\n The GT350 is a revelation from the first turn of its Cobra-tattooed steering wheel.<\/p>\n My striped steed crouches with astoundingly good corner manners for a big palooka. The clutch pedal is too long, but ceases to be an issue as I launch up the hill toward the famous Corkscrew turn, all 526 ponies straining at 8,000 RPM in third gear. I snatch fourth near the summit and imagine Pegasus sprouting wings and flying across San Francisco Bay \u2014 but as I slam on the huge, 15.5-inch front brakes, the Mustang crouches again, nailed to the pavement. No drama. No search for the eject button. Over the heart-in-your-mouth, straight-drop Corkscrew with throttle \u2014\u00a0with throttle!<\/em>\u00a0\u2014 my confidence soars. By the time I\u2019ve reached final Turn 11, I am Hiccup in \u201cHow to Train Your Dragon.\u201d We are one. I slide the rear end under throttle onto the pit straight and fearlessly attack the kink. Get thee behind me, trepidation.<\/p>\n Credit additions like \u201cMagneRide shocks\u201d and sticky, bespoke Michelin rubber. But more importantly, the stem-to-stern, comprehensive remake of the sixth-gen Mustang. With its independent rear suspension, revised double-knuckle MacPherson front, and lighter skeleton the \u201915 expanded the playing field for Ford\u2019s formidable performance team.<\/p>\n \u201cWe did the usual tricks to make the GT350 more suited to the track,\u201d says Adam Wirth, the car\u2019s chassis dynamics engineer. \u201cBut the new chassis gave us so much to work with.\u201d<\/p>\n How much?<\/p>\n \u201cFrankly, we didn\u2019t see the need for a chassis brace,\u201d he continues when pressed on why the Shelby doesn\u2019t bear a bat-winged support like Cadillac ATS-V or BMW M4. \u201cThe basic chassis is that good.\u201d<\/p>\n Perhaps. Or maybe Mustang is watching costs and holding something in reserve pending Camaro\u2019s response to the GT350. Because respond it will. Talking Mustang vs. Camaro is like rehashing Balkan territorial disputes: after a few minutes you\u2019re arguing about wars that happened centuries ago. In the case of Detroit\u2019s muscle car rivals, the Battle of the Sixties.<\/p>\n This is the first GT350 since Carroll Shelby\u2019s modified 1965-68 models started a Detroit arms race that by decade\u2019s end had Roger Penske Camaros and Ford Boss Mustangs exchanging body blows in the Trans Am ring.<\/p>\n Ford has dusted off the Texas gunslinger\u2019s badge for good reason: Chevy\u2019s Camaro Z28. The 505-horsepower track weapon combines formidable power with track savvy and set a new benchmark for performance. Mustang\u2019s new chassis gives the Shelby added versatility, from producing a base, $48K GT350 that is comfortable both on and off the track to the bonkers, $66K GT350 R which can not only arm-wrestle the Z28 but challenge Porsche GT3s too.<\/p>\n Speaking of GM\u2019s finest, the R completes a murderer\u2019s row of Detroit muscle. Got $70K? You have a choice between the \u2019Stang, Camaro Z28, Dodge Hellcat, or Corvette with Z51 track package.<\/p>\n Indeed, with its quicker, more cobra-like reflexes, the GT350 signals an evolution of the muscle car. This new generation deserves consideration as a discount competitor to the Cadillac ATS-V and M4 \u2014 if not on interior appointments (essentially unchanged from the Mustang GT), then in looks and good road manners.<\/p>\n The GT350 is confirmation that Ford hit the bulls-eye with its controversial, sixth-gen design.<\/p>\n The Mustang is burning up the sales charts because its styling is both retro and refreshingly modern. While some of my most partisan Mustang pals complain the pony\u2019s snout had been Fusion-ized, it has a distinct presence on the road. The new Shelby (available in Competition Orange, Avalanche Gray, Shadow Black, Triple Yellow Tri-coat, Deep Impact Blue, Magnetic, Race Red and Oxford White) distinguishes itself from the base pony with all-new body panels from the doors forward. The lower, shark-like snout gets carbon fiber for stiffening, and the corner fog lamps have been replaced by air-sucking nostrils to cool the massive brake shoes.<\/p>\n Thus the Shelby\u2019s most distinguishing feature: The vertical shark\u2019s gills behind the front wheel which suck air from the brakes. It\u2019s a subtle but effective touch \u2014 like gills exhausting the Corvette Z06\u2019s similar, 15.5-inch front rotors.<\/p>\n But don\u2019t think the GT350 is the last word. There\u2019s an arms race on. Can a 700-horsepower, GT500 Hellcat-fighter be far behind?<\/p>\n 2016 Ford Shelby GT350 Mustang and GT350 R<\/p>\n Vehicle type:\u00a0Front-engine, rear-wheel-drive, four-passenger sports coupe<\/p>\n Price:\u00a0$47,795 base ($57,970 GT350 as tested)<\/p>\n Power plant:\u00a0Flat-plane crank, 5.2-liter V-8<\/p>\n Power:\u00a0526 horsepower, 429 pound-feet of torque<\/p>\n Transmission:\u00a0Six-speed manual transmission<\/p>\n Performance:\u00a00-60 mph, 3.7 seconds (Car & Driver estimate)<\/p>\n Weight:\u00a03,791 pounds<\/p>\n Fuel economy:\u00a0EPA 14 mpg city\/21 mpg highway\/16 mpg combined<\/p>\n Report card<\/p>\n Highs:\u00a0Athletic handling; revs to the moon<\/p>\n Lows:\u00a0You call those rear seats?; touchy clutch<\/p>\n Overall:\u2605\u2605\u2605\u2605<\/p>\n I\u2019ve wrestled the twin-striped snake before. The 662-horsepower, Cobra-badged, 2013 Ford Shelby GT500 Mustang \u2014 distinguished by its supercharged, 5.8-liter V-8 \u2014 could strike quickly at a stoplight, hitting 60 mph in just 3.4 seconds. It could also bite you back. Based on the solid-rear axle, sixth-gen chassis, the Shelby was a reptile-by-the-tail in the […]<\/p>\n","protected":false},"author":2,"featured_media":0,"comment_status":"closed","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[7,87],"tags":[],"_links":{"self":[{"href":"https:\/\/henrypayne.com\/index.php\/wp-json\/wp\/v2\/posts\/17128"}],"collection":[{"href":"https:\/\/henrypayne.com\/index.php\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/henrypayne.com\/index.php\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/henrypayne.com\/index.php\/wp-json\/wp\/v2\/users\/2"}],"replies":[{"embeddable":true,"href":"https:\/\/henrypayne.com\/index.php\/wp-json\/wp\/v2\/comments?post=17128"}],"version-history":[{"count":2,"href":"https:\/\/henrypayne.com\/index.php\/wp-json\/wp\/v2\/posts\/17128\/revisions"}],"predecessor-version":[{"id":17130,"href":"https:\/\/henrypayne.com\/index.php\/wp-json\/wp\/v2\/posts\/17128\/revisions\/17130"}],"wp:attachment":[{"href":"https:\/\/henrypayne.com\/index.php\/wp-json\/wp\/v2\/media?parent=17128"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/henrypayne.com\/index.php\/wp-json\/wp\/v2\/categories?post=17128"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/henrypayne.com\/index.php\/wp-json\/wp\/v2\/tags?post=17128"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}\n\n\n\n<\/div>\n<\/div>\n<\/div>\n<\/div>\n<\/div>\n","protected":false},"excerpt":{"rendered":"