http://www.streetfire.net/video/2011...ck_2089181.htm
Not bad...SRT8 Challenger. 6.4 liter, 470hp engine w/ MDS. 4184lbs, 5speed auto. Bone stock.
12.44 @ 110.7mph
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http://www.streetfire.net/video/2011...ck_2089181.htm
Not bad...SRT8 Challenger. 6.4 liter, 470hp engine w/ MDS. 4184lbs, 5speed auto. Bone stock.
12.44 @ 110.7mph
Well the new 5.0 guys better watch out.
I have to say this is the first Dodge I would consider buying. Not that they don't have other nice vehicles, just that this one actually calls to me the way the Mustang took me away from Chevy in 2006.
Problem is going to be the $43,500 price tag and the fact that I got a paid off Mustang in the garage.
In all fairness, the 5.0 is a better value...by far.Quote:
Originally Posted by spooln30
i agree with this...Quote:
Originally Posted by Prince Valiant
but as cool as the new challenger is, it could really use a diet @ nearly 4200lbs.
eh, but the reality is that cars are just going to get heavier and heavier. Or far more expensive.Quote:
Originally Posted by Silver86
I would be nice to see an AL block in this thing...which really should make it weigh the same as the much smaller camaro. Look at v6 to v6 wt...less than a high school back-pack's difference in wt.
It's amazing to see the weights of various cars all over the place. 4,000+lbs is not a rarity by any means...which is amazing since my 85 Ramcharger didn't weigh much more, and my 79 fullsize pick-up weighs less than a new camaro!
not to mention the boss mustang will clean its clock and it will be worth more and looks better
12.4 @ 110 at that weight is getting it all done early (auto), with some forced induction it would realy wake up the top end. Thing is almost as fast as a radial tired 4 banger Omni :)
Hpmh. To compare:Quote:
Originally Posted by Reverend Cooper
(source: Motor Trend)
Shelby GT500
HP= 550
Tq= 510
base price-49,495
1/4: 12.5 @ 115
SRT8 Challenger
HP= 470hp
Tq= 470
base price-43,380
1/4: 12.44 @ 110
Now, I'm sure when the boss comes along, it will be a fine car...but "clean its clock" it probably won't. It'll probably be a drivers race with a clear competitive advantage due to size on a road course...not that the SRT would be considered an ill-handling/braking car.
As to what the better value of the boss, that remains to be seen...given that it's base price will likely be around that of the SRT's, b/w 40-45G.
Now one could try to argue that no way the boss will be that expensive...or will it? When MT compared the mustang to the BMW M3, the cost of the options that brought it to the handling level to be competitive with the said M3, it's price crested 40,000 bucks as equipped.
It's obvious ford thinks a great handling mustang is worth a pretty penny, even before you account for the limited availability and desirability of a car w/ the "Boss" moniker and all the upcoming engine enhancements to bring the little 5.0 from 412hp to 440...it should safely cost over 40,000. Once one starts to compare the merits of the two, the picture becomes less clear...
essentially though, what people want is what they want...when it comes to the camaro/mustang/challenger, most have already decided what they want. The differences are what's left for the fan-boi's to haggle over.
To be fair, that Mustang in the MT article had more than just performance packaging, the spec'ed it with allot of luxury options to compare it to the GT nature of the M3. Considering only the performance addons, that Mustang is only about 33k or so. Since the Boss will be no frills sporty, the 40k range is a safe assumption, though I doubt it will crack GT500 territory. What's interesting will be how much over the cost of the Boss the Red Key option will be that really turns the Boss into a fire breathing track machine.Quote:
Originally Posted by Prince Valiant
Each car is for a different buyer, the fact the Mustang appeals to both straight line and handling performance folks really helps the equation.
hmmmmm.....seems that the 392 is a little under rated.
http://blogs.insideline.com/straight...nger-srt8.html
Nice. Gotta keep that in mind. Engine would be a nice fit in a new JGC SRT8.
Not really heavier. Most manufacturers have pledged to cut the weight of their vehicles going into the future. Nissan announced a few years ago that they planned to cut vehicle weight by 15% by 201x (can't recall the exact year but I want to say 2014) and a few others have made similar pledges. Nissan has already started doing this too. The Altima, Maxima, and 370z are all lighter and smaller then the previous gens. Toyota and GM are especially hard at work on figuring out a way to manufacture cf to use in every day cars. Heck GM has already used lightweight smart materials in the Malibu Max and didn't even say anything about it at the time. Those mart materials cut the weight of that hatch by a significant amount.Quote:
Originally Posted by Prince Valiant
But probably far more expensive.
Apparently I'll want the auto...C&D and MT both got much slower 13.0's and 12.9's, though both with higher traps from the 6 speed manuals (C&D got 114mph).
Eh, why argue about the petty brand X vs brand Y stuff? I just think that it's amazing how great all of these new cars perform, despite their tonnage. Now, when Dodge makes that HEMI a 426, drops 400 pounds off of the Challenger and puts a real shaker hood on it, I might be inclined to go broke on car payments again... :thumbsup
There were a few of those at SEMA. Buy the car and build it to your liking. The 426 piston kit, hood, cuda front/tail kits are all out there now. I just wish the economy would support having a $40k "spare" car sometime soon.
all im sayin is that a small cubed boss willl be enough to beat the monster cubed slopar and will still go to road america and deff. whoop its ass all day
Mopar would be like trying to watch a fat girl run around a track.Quote:
Originally Posted by Reverend Cooper
Red Key information for the boss in case some of you haven't heard yet.
http://www.wired.com/autopia/2010/11...-boss-trackey/
Not bad but, I'd be curious to see if Ford releases a version with the new 6.2 and a supercharger on it at some point.
This sure seems like history repeating itself. 1964.5 Ford introduces the Mustand and then Chevy and Mopar followed with the pony cars. Then the horsepower war started and lasted until 1972-73 and it all came to an end and the economy was shit.
Hopefully that doesnt happen again, and the economy does turn around and these cars keep coming out.
A Z28, BOSS, SRT-8 shootout would be pretty cool to see. They are expensive, but, they were then too, relatively speaking.
Im a Ford guy, but I really like the looks of the Challenger. The Camaro not doing anything for me right now.
I think the death of the original muscle cars was due more to more extreme emission standards, but im only 25, so i could be wrong.
http://en.wikipedia.org/wiki/1980s_oil_glutQuote:
Originally Posted by Plum Crazy
A little bit of both.
http://musclecars.howstuffworks.com/...cars-work7.htm
The Death of Muscle Cars
In many ways and for many reasons, America lost its innocence in the 1960s, and no-holds-barred performance cars were just one casualty of wrenching social changes. Muscle cars began fading away in the 1970s. Most were gone by mid-decade, victims of a changing market and increasingly strict government regulations. A precious few managed to hang on longer, but only as meek reminders of their '60s selves.
The decline was perhaps inevitable. Demand for big, fast, thirsty cars dried up as rising gas prices and hefty insurance premiums had many buyers looking at thriftier, more affordable Detroit compacts and imported minicars. At the same time, progressively tighter limits on tailpipe emissions forced automakers to detune engines via lowered compression ratios, fewer carburetors, more restrictive intakes, and other power-sapping measures. New Federal Motor Vehicle Safety Standards called for adding crash-protection features such as bigger, sturdier bumpers that added performance-sapping weight.
While these harsh realities compromised all cars to some degree, muscle machines fared the worst by far. They did, after all, have the most to lose.
The Last Great
Muscle CarsFor profiles, photos, and specifications of some of the last great muscle cars of the classic period, see:
- The compact 1971 AMC Hornet SC/360 was a "sensible" vehicle that signaled the twilight of the muscle car era.
- The 1971 Ford Mustang Boss 351 was the last Boss and, with a 330-bhp solid-lifter 351-cid ram-air V-8, among the best.
- Packing a 455-cid V-8, the 1971 Pontiac Firebird Trans Am featured the biggest engine ever put in a pony car.
Signs of loss appeared as early as 1971, when General Motors' engines and some Chrysler Corporation mills were recalibrated to run on regular-grade gas instead of premium. That same year, GM switched its advertised engine ratings from gross figures to more-realistic net numbers, which made the power and torque losses look even worse on paper. American Motors, Chrysler, and Ford followed suit for 1972, when many engines were further detuned for newly required low-lead fuel.
Then, in October 1973, the Organization of Petroleum Exporting Countries (OPEC) drastically curtailed oil exports to the United States, touching off a national energy crisis marked by widespread fuel shortages, record gas prices, and long lines at the pumps, among other discomforts.
Muscle cars were killed by all the following to varying degrees: Insurance, emmissions, fuel prices/embargos (there was 2 embargos, one early 70's, the other late 70's/80.
Up until 1970, many complained it would be the insurance companies that killed the musclecar since the young who purchased them found it difficult to afford to keep insurance on them. Car companies looked for ways to keep the prices affordable from underrating, etc.
Emissions started to kick in 1968, however, major changes to cars didn't occur until 71....GM and ford dropped compression really across the board; mopar held out dropping compression on on the 383 (10:1 to 8.7:1).
71 represents the last year of the "real" muscle cars to me...as by 72 many of the cars were emaciated forms of their old self, and of course, the hemi was no longer available.
75 represented another big nail in the musclecar coffin, not that there was any era still kicking per se, when most cars were federally mandated to have catylytic converters....from about 75-81, compression ratios rarely exceeded 8.2. The 78 440's had a rated compression ratio of 7.8:1, but if you check, they're around 7.5:1, lol.
Of course, the embargo of 73 also killed what might have been left of the big engine cars of that era....
Wow some people like to hear themselves type LOL. Muscle car, big block big iron. Gone forever I am guessing.
Really?
Really topping 2 year old threads?? Not gonna get you closer to posting in classifieds..lol
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