Ford's Mustang Customizer website. Image: Ford Motor Company

If you’re a Mustang fan, don’t click on Ford’s absurdly addicting Mustang Customizer Website unless you have some serious time to kill. The site lets you build your own Mustang, in V6, GT, Boss 302 or Shelby GT500 trims, changing a surprising number of external appearance items. Want a custom color, not in the Ford catalog? No problem, just mix your own. Want a Mustang GT with a Boss 302 grill and Shelby wheels? it’s just a click of the mouse away.

When you’ve built up your unique and one-of-a-kind Mustang, complete the graphics and striping, you can upload it to Facebook and compete against other Mustang fans who’ve done the same thing. You won’t win any actual prizes (and I seriously doubt Chip Foose or Jack Roush will be calling with a job offer), but you’ll get to earn bragging rights on the coolest virtual Mustang. For what that’s worth.

If you’re serious about building a one-of-a-kind Mustang, and have a really big budget to work with, Ford will even provide you with a PDF listing part numbers and vendors. All the parts shown in the customizer are available for Ford or aftermarket vendors, so you really can build a one-of-a-kind Mustang, just like the one you’ve created online.

Source: Ford

Expect the 2013 Ford Mustang to look a lot like the 2012 Shelby GT500. Image: Ford Motor Company

The current Ford Mustang last got a styling refresh in 2010, even though it got new V-6 and new V-8 engines in 2011. It’s not due for a major restyling until 2015, which represents the 50th anniversary of Ford’s pony car. Ford needs to do something to keep the Mustang fresh between now and 2015, but it can’t afford to spend too much on a mid-cycle refresh. When in doubt, add more power and sharpen up the styling.

That’s exactly what Mustangs Daily tells us to expect for the 2013 Mustang, which should debut in concept form at November’s Los Angeles Auto Show. There aren’t any details on how much more power the Mustang will make, but the current Mustang V-6 gives up 18 horsepower to the Camaro, while the current Mustang V-8 has a 14 horsepower deficit compared to the Camaro. It doesn’t matter that the Mustang is lighter, because bragging rights are bragging rights.

Expect to see a more prominent upper grille and smaller lower grille for 2013, along the lines of the current Shelby GT500 Mustang. The angled rear tail lights are on their way out (thankfully), to be replaced again with flush tail lights similar to the 2005 design.

There’s no word on pricing or availability yet, so we’ll call it as “comparable” and “spring of 2012.”

Source: Mustangs Daily

Concerned you’re not doing enough to promote global warming? Do you have carbon credits aplenty, or do you simply like turning meaty rear tires into lingering clouds of mosquito-repelling smoke? If you answered yes to any of those questions, consider buying yourself a Roush Stage 3 Mustang, which displays it’s prowess at leaving expensive black spots on the pavement in the video below.

Burnout ability aside, the Roush Stage 3 Mustang is a damn impressive car on the track. Two entered this year’s One Lap of America, and one car finished third overall (just behind a Porsche 911 Turbo S and a tuned Nissan GT-R). The second car, driven by Jack Roush, Jr., finished 11th overall but second in class. Not only are the Roush Mustangs fast in a straight line, but they’ve got a lot better balance than you’d expect from a muscle car.

Source: Left Lane News

Why yes, that is an integrated exhaust manifold. Image: © GM Corp.

The design change is simple but brilliant: by casting the exhaust manifold into the head assembly of their 3.6-liter V-6 engine, Chevrolet engineers managed to eliminate 12 parts, shave 6.5 pounds per side, boost fuel economy and increase horsepower. Gone is a cast iron exhaust manifold, a high temperature gasket (and potential point of failure), a heat shield and a total of nine bolts. The weight savings of 13 pounds per engine helps fuel economy, but so does the more efficient flow of air through the heads. Better yet, more air in and out means more horsepower, and the 2012 Camaro V-6 gets a bump of 11 horsepower, to 323 hp.

That's the new head on the right. Image: © GM Corp.

There are other benefits to the change in engine design as well. The elimination of the exhaust manifolds makes the engine over 4.5 inches narrower, and the catalytic converters can be located closer to the exhaust point of the engine, lowering emissions compared to last year’s V-6. It’s even 1 decibel quieter at idle than the outgoing V-6 engine, but I’m not sure that’s a selling point on a car like the Camaro. Look for 2012 Camaro models to start hitting dealer showrooms sometime this summer.

Source: Chevrolet

The Shelby GT500 you can buy today.

File this one in the “rumor” category, but Car and Driver says the next Shelby GT500 Mustang could have up to 620 horsepower. It’s no secret that Ford has to up the ante on the Shelby, or risk seeing taillights from owners of Camaro ZL1s; in the pony car wars, second place is the first loser. Car and Driver’s “inside sources” say the big jump in power comes from a larger bore on the Shelby’s V8 (up to 5.8 liters from the current 5.4) and a more efficient Eaton TVS supercharger (used, ironically, on Chevy’s Camaro ZL1).

The current Shelby GT500 gets to 60 from a standing start in 4.1 seconds, running the quarter mile in 12.4 seconds. Based on math alone, Car and Driver speculates that the new Shelby GT500 won’t be much faster to 60 due to traction limitations, but should be capable of a 12 second run in the quarter mile. The uber-Camaro ZL1 won’t hit the streets until Q1 2012, which gives Chevy plenty of time to up their ante prior to launch. Since the 2013 Shelby GT500 is still in the development stages and won’t see dealerships until long after the launch of the ZL1, it should be interesting to see who comes out as top dog for horsepower. Never mind “stop the madness”; I say bring it on.

Source: Car and Driver, via Autoblog

The 2011 Mustang GT. Image: Ford Motor Company

If you think of Ford as just an American automaker, think again. The switchgear inside the new Explorer, for example, was designed in Germany and heavily influenced by Audi. The new Ford Ranger, which we won’t get in the United States, was designed in Australia with input from Ford’s European design studio. Even the iconic Mustang, which is closing in on its 50th anniversary, isn’t immune to styling input from Ford design teams across the globe. Before you take up pitchforks and torches and march on Dearborn, consider a few things: Ford is well aware of the Mustang brand’s value, so they will review any proposed design changes very carefully before green-lighting them. Also, take a look at the Mustang’s interior materials and controls compared to the Explorer; personally, I’d welcome a European-influenced change or two inside the ‘Stang.

The final decisions on any styling changes are up to J Mays and his design team. Mays is a fan of the current Mustang’s retro styling, and he also recognizes the significance of the brand’s 50th anniversary. I don’t have any inside information, but I’d expect to see a 50th anniversary Mustang, with refreshed but similar styling, hit the market in 2014 as a 2015 model. In between, I wouldn’t be a bit surprised to see a Mach One Mustang, aimed at the quarter-mile crowd, and perhaps even a Mustang SVO (allegedly “confirmed” by Bill Ford last month). The SVO leaves me scratching my head, because there isn’t any advantage to using the 365 horsepower EcoBoost V6 from the Taurus SHO over the existing 5.0 liter Coyote V8 in the Mustang GT. The EcoBoost motor is actually some 50 pounds heavier than the aluminum block V8, makes 47 less horsepower and 40 less ft lb of torque, and would only deliver a marginal improvement in fuel economy. No one buys a performance oriented Mustang for fuel economy, so unless Ford has some serious tricks up their EcoBoost sleeve, I’m not sure where a Mustang SVO would fit into the product line.

Source: Autoweek

Not long ago I wrote a review on the 2011 Chevrolet Camaro SS. It was Inferno Orange with black racing stripes and a 6-speed manual, and boy oh boy did it get looks going down the road. Looking like the great pumpkin though didn’t come without some pitfalls. For example, everyplace I went the car attracted attention which meant that parking it in a public lot was a bit nerve racking. Then there was the issue of the $37,640 price tag. Sure it was steep, but with 426 hp and 420 pound-feet of torque on tap, as well as Brembo brakes, it was a fair price to pay for the performance that the Camaro SS delivers. Some however love the looks of the new 2011 Camaro but simply can’t swing 37k for a decked out SS. Enter now, the 2011 Chevrolet Camaro 2LT.

Not long after I dropped off the SS I was able to get my hands on a 2011 Camaro 2LT Coupe with the RS package. This meant it had all the same bells and whistles as the SS version, sans the 6.2-liter V8, Brembo Brakes and 6-speed manual transmission. Things like GM’s stellar heads-up display, console mounted rally gauges and great leather wrapped seats were all still present and accounted for though. This particular car was done in Cyber Grey Metallic, had a healthy 3.6-liter 312 hp V6, and a 6-speed automatic transmission with TAPshift manual shift controls on the steering wheel.

Interior wise the Camaro 2LT was toned down a bit compared to the bright two-toned interior of the SS. It definitely had a softer feel and was much more subdued from a visual perspective, something I sense most buyers would prefer. If you opt for the 2011 Chevrolet Camaro 2LT with the RS package you gain the following:

• Includes 20″ x 8″ front and 20″ x 9″ rear flangeless, painted aluminum wheels with Midnight Silver finish.
• Body-color roof ditch molding
• HID headlamps with LED halo ring and RS unique tail lamps.
• Rear spoiler

Keep in mind that this was the first time I’d been behind the wheel of a V6 powered Camaro, and I have to say that I came away very impressed. While it’s not a rocket ship, the 312 hp V6 gets the car to 60 mph in just over 6 seconds. What really matters though is the 278 lb-ft of torque, as this is what places the V6 Camaro firmly in hooligan territory. Switch the traction control off, plant your right foot and you’ll spin the rear tires with no problem. While the engine does make good power, it suffers from a weak exhaust note that sounds very metallic when pressed hard. The trade-off however is great fuel economy to the tune of 18 city mpg /29 highway mpg. This is something that the Camaro SS could never hope to achieve. Plus it takes good ole’ regular gasoline, not premium like the SS.

The 6-speed automatic transmission also works well with the V6. Shifts are smooth with no real drama, but I’d stay away from using the TAPshift manual shift controls if I were you. Using this option just treats you to slow lazy shifts that will annoy you. Honestly, just leave the transmission in drive and let it do its thing, you’ll be happier, trust me.

Now even though the Camaro 2LT doesn’t come with the same Brembo brakes as the SS, have no fear because I found the brakes to be quite good. I did quite a few hard stops with this thing and never once did the car get out of shape. Stops were straight and true and the car was brought to a halt very quickly. Handling was also spot on as well. Due to weather, my tester came equipped with Pirelli snow tires and even with these mounted, the car handled surprisingly well. Obviously these are not performance tires, but it just goes to show you how good the Camaro’s road going suspension is.

After a week of tooling around in the Camaro I found that I was actually quite fond of the car. Visually it is almost identical to the SS, it gets much better fuel economy and its 312 hp V6 provides you with plenty of road going grunt. Price wise the 2011 Chevrolet Camaro 2LT stickered at $30,760, which is not bad for what you get. Keep in mind though that you can buy a stripper Camaro SS with a 6-speed manual for just $1,500 more. At the end of the day you need to decide which car fits your needs. The Camaro SS or the Camaro 2LT. Understand though that if you opt for the Camaro 2LT that you are in no way skimping, as this is a great automobile, with good performance and even better mileage. Happy motoring…

*Make sure to check out my review of the 2011 Chevrolet Camaro SS for more driving impressions.

Kona Blue returns for 2012. Photo: Ford Motor Company

Are you saving your lunch money to buy a new Mustang GT? If so, there’s good new for 2012: the base model Mustang GT now sells for $29,995, or $500 less than it did in 2011. If you’re holding out for a Mustang GT Premium, however, you’ll need to dig a little bit deeper in your pockets. The base price for a GT Premium goes up to $33,895, which is $200 more than it cost in 2011. If you want a Premium GT Convertible, the price of admission starts at $38,895, some $700 more than last year. Ouch.

For 2012, Ford is offering a new color they call “Lava Red”, but we know as “ticket me red”. If you really want to go over the top, you can opt for a Lava Red leather interior for your 2012 Lava Red Mustang, but that certainly wouldn’t be my first choice of color combinations. Sterling Gray Metallic is dropped from color options for 2012, so you’ll need to hunt down a 2011 Mustang if that’s the color you had your heart set on. Ford now gives Mustang buyers a universal garage door opener system, along with sun visor storage compartments and lighted vanity mirrors. Ford’s electronic power steering (EPAS) now includes three modes to dial in steering response – Comfort, Normal and Sport. That’s about it for the 2012 changes, but that’s a good thing since last year’s Mustang GT really doesn’t need a lot of improving.

Source: Autoblog

Kona Blue returns for 2012. Photo: Ford Motor Company

Do you like going really fast in a straight line, and do you have an affinity for products from Ford? If so, and if you’ve got the budget, get ready to place an order for the newly announced 2012 Ford Cobra Jet Mustang. Built from the ground up as a race car, the Cobra Jet is designed to compete in drag racing classes ranging from NHRA Stock through Super Stock. The Cobra Jet is also designed to be campaigned at events sanctioned by the NMRA, NMCA, PSCA and IHRA; in other words, you can find an event near you to compete in.

The 2012 Cobra Jet starts with all the equipment used in the 2010 model, including a race prepped automatic transmission, a suspension set up for drag racing, manual steering, manual brakes a competition ready roll cage, an Aeromotive return-style fuel system and a trunk mounted fuel cell. Upping the ante, the 2012 Cobra Jet gets a 5.4 liter supercharged V8, with the buyer’s choice of a 2.3 liter TVS blower or a 4.0 liter Ford Racing / Whipple blower. It gets black anodized wheels from Weld Racing and new compound slicks from Goodyear, and for the first time comes in the buyer’s choice of Race Red, Grabber Blue or Winner White.

Only 50 cars will be built, beginning in the first quarter of 2011. Speed costs money, and the Cobra Jet certainly lives up to this old cliche; the price of admission starts at $91,900 for a M-FR500-CJ, and tops out at $103,900 for a fully loaded Cobra Jet. You can also buy a roller if you’ve already got the powertrain, and Ford sells all of the go-fast parts in the Ford Performance Parts catalog, online at fordracingparts.com.

Source: Ford Motor Company

The 2011 Ford Shelby GT500 represents one of the better compromises in the automotive world. It’s still sane enough to drive on the street, despite its supercharged 5.4 liter V8 (good for 550 horsepower) and manual-only six speed transmission. On the flip side, it’s an absolute blast to drive on the track, and it eats up abuse like a puppy eats up slippers. At $49,000 before you check any option boxes, it’s not exactly inexpensive, but it’s at least as attainable as a Corvette. It also avoids getting slapped with a gas-guzzler tax, achieving a quasi-respectable 23 MPG on the highway, so you can feel good about saving the planet as you turn rear tires into smoke.

Smoking the rear tires at launch is something the Shelby GT500 is particularly adept at. It’s not that launching the car is particularly difficult (it’s not), but mashing the go pedal in first gear is enough to break the tires loose. You certainly don’t need to rev the motor and dump the clutch, although doing so will produce larger quantities of tire smoke, if that’s your thing. The Shelby is stunningly quick through the first three gears, despite its curb weight of 3,820 pounds. Behind the wheel, it doesn’t feel nearly that big, and the Brembo front brakes do a more than adequate job of slowing the car in corners. Lap after lap, braking remained remarkably consistent, with no noticeable fade.

In corners, the GT500 is remarkably well behaved. Steering is precise, and turn-in is immediate. There’s zero drama from the live axle rear end, so don’t believe all the “independent suspension good, live axle bad” stuff you read until you’ve had a chance to drive the car at speed. Even over pavement transitions or rough surfaces, the lack of an independent rear suspension never limited speed or handling.

The Shelby isn’t a car that appreciates finesse. If you’re used to driving a car like the Mazda Miata or the Honda S2000, forget everything you know about shifting. “Short” or “precise” are not words I’d use to describe the GT500’s shifter. A gentle touch is likely to cause a missed gate; instead, the Shelby likes to be downshifted as if you’re throwing a punch in a barroom brawl. If ever there was an automotive equivalent to rough sex, the Shelby GT500 is it.

Unlike the Dodge Viper (which is strangely more civilized to drive), the Shelby GT500 comes with stability control and traction control, which corrects all but the most ham-fisted mistakes. Even with the stability control on, the Shelby allows just a bit of tail out cornering, perfect for probing the cars limits without exceeding them. The Viper, like the Mazda Miata, is more about finesse than brute force. The Shelby, on the other hand, is more about manhandling the car into corners, stomping the fade-free Brembos and mashing the go-pedal to the floor as you grab gears. It will put a smile on your face, especially once you figure out the cars quirks. It’s got a lot of personality, and as any Pulp Fiction fan knows, personality goes a long way.

If the Dodge Viper is a polished meat cleaver with a carbon fiber handle, the Shelby GT500 is a well worn meat cleaver, with plenty of nicks on its blade and more than a few stains on its wooden handle. It’s crude and it requires quite a bit of brute force to use properly, but make no mistake – it’s still razor sharp. If that’s the kind of car you like, then you’ll love the Shelby GT500.