2006 Ford Mustang Review

Specifications

When a Stock GT Just Isnt Good Enough

When I first drove the 2005 Mustang GT through the circuitous mountain roads that line Southern Californias coast, I was impressed. High above L.A., even Mulholland Drive and its apocryphal Dead Mans Curve was no problem for the agile ponycar. Now dont go writing in just to tell me the classic song “Dead Mans Curve” was actually written about an old segment of Sunset Boulevard that has since been straightened out; Jan and Dean, and perhaps a few of their surfer friends only know for sure, and theyre not talking. The fact remains, few stretches of road offer as many twists and undulations per mile and even fewer still so many sobering drop-offs to who knows how far below.

I suppose then, that a test of an even zestier Mustang GT, fitted with a smorgasbord of aftermarket components from Steeda, Vortech, BBS, and others, on a road that is well respected among West Coast ski fanatics, the Sea-to-Sky Highway between West Vancouver, Canadas Horseshoe Bay and a picturesque ferry terminal known as Porteau Cove, part way to one of North Americas top ski destinations, Whistler, was equally fitting. I have to admit though, prior to winning the 2010 Vancouver-Whistler Olympic bid the prospect of such a drive was much more intriguing. Now its lined with work crews turning what was a most delectable piece of roadway into a boring four-lane freeway. Such is progress, but until all the work is finished there are still some fine stretches of tarmac in between the bulldozers, dump trucks and graders for stretching a cars legs… as long as theres enough muscle under the hood to get past regular parades of awestruck sightseers.

Fortunately for me and Jeff Dann, the creator of this marvelous machine and proprietor of Bishops Sales, Canadas Steeda connection (Steedas U.S. operations are in Pompano Beach, Florida, which is a lot farther away from my home than North Vancouver, BC), this specially prepared Mustang GT has plenty of punch at the rear wheels. Its a bit eluding at first, with the bright yellow and black pony feeling much like a stock GT, but for a few suspension mods and new shoes, and then a quick blip of the throttle emits a subtle whine from behind the firewall that sent a shiver of anticipation up my spine. Hmmm… I think to myself. The last time I was on this highway at the wheel of a Mustang there were two coiling cobras attached to each front fender… déjà vu? Yeah, might be, but the 2003 Ford SVT Mustang Cobra (that I actually photographed at exactly the same location two years prior) was a bit underpowered in comparison. Say what?! Yeah, its true. The old Cobra could only muster a mere 390-horsepower and an equal amount of torque, while the Steeda and its Vortech supercharger, among other engine mods, is capable of a much more exhilarating 462-horspower and 419 lb-ft of torque. Needless to say the lineup of cars in front of me quickly became fodder in my rearview mirror, and the road ahead my playground.

Yes, compared to a regular old GT, which had previously been fairly impressive, this upgraded Mustang is an entirely new animal. Its smooth and linear response to throttle input is absolutely wonderful. OK, its not as sinfully wicked as Fords own Shelby GT500, but of course, few cars are. Still, it reacts feverishly to feathering the go-pedal and never seems to let up all the way to redline, plus the short-throw billet-aluminum Tri-Ax shifter feels so good from gear to gear that stirring the stick is more like massaging a top-tier German import than the domestic that it is.

Incidentally, Steeda replaces the stock shifters steel mounting rail with a billet beam and then upgrades the bushings to reduce deflection during aggressive shifting. The base, handle and beam are CNC machined by Steeda from 6061 aluminum.

The clutch take-up is well modulated too, and the pedal positioning, which remains stock, is pretty good for my smaller than average feet when it comes to heel-toe action, while the billet-aluminum pedals are seriously sweet.

One of those pedals connects through to the GTs brakes, not the stock cars finest attribute. Steeda solved this problem too, however, adding KVR cross drilled rotors front and back, which enhance initial bite and do a better job of dissipating heat, resulting in less fade when used hard. KVR claims 40 percent better cooling and a 20 percent shorter stops. Wet braking is improved too, of course, while the new rotors should reduce warping for longer overall life.

Steeda added a fun feature that doesnt do a thing for braking performance but nevertheless might keep those racing behind from slamming into your rear: sequential brake lights. Harking back to Mercurys Cougar and then the Mustang California Special for inspiration, the Dynamite Sticks Sequential System plugs a preprogrammed microprocessor into stock OEM connectors for the sequential light show. Its ultimately cool, showing those behind that your ride is hardly assembly line stuff.

Back to performance, framing those KVR brakes are large diameter 18×9 front and 18×10 rear BBX RGR wheels, shod with BFGoodrich KDW rubber, again, much better than stock. Even when pushed hard it was difficult to get these things to scream, the grip was that good. Of course, if pushed a little harder the rear end would step out in a predictable fashion, the rear tires locking up quickly with a blip of the throttle and a little opposite lock steering tucking the rear half of the car back into place. I could do this over and over, and it always had the same highly entertaining reaction.

Steeda deserves praise for more than just wheel and tire selection, however, as the suspension mods have at least as much to do with its nimble behavior. Where do I start? Steeda replace the stamped steel trailing arms in the rear with billet lower control arms, installed with urethane bushings no less. These reduce un-spring weight and almost eliminate wheel hop. The stock panhard bar was also replace, this time with a chrome-moly unit, also featuring urethane bushings for reduced flex. The swaybars have been upgraded too, 1.3 inches in diameter up front and 0.2 inches larger than stock in the rear. The car has been lowered by an inch too, thanks to a sport spring package from KW, while a front upper strut tower brace stiffens the cars overall structure and a G-load brace between the lower control arms limits g-load deflection and improves suspension compliance for a better ride and, most importantly, much, much better handling.

And whew it can dance, even at full throttle! I cant say whether it handles better than Fords stock Shelby GT500, which is outrageously good for a live axle car, as the racetrack I tested the latest blue-oval bad boy on wasnt anything like the road to Whistler, but at this point Id have to say that Steedas little wonder is about as respectable through the curves as Mustangs come. If you must have an independent rear setup and dont mind the weight gain, Bishops will install a Kenny Brown IRS suspension in your GT, although Im not sure how much better it would handle than what theyve done with this car. I suppose Ill have to try one and get back to you.

Bishops did add Steedas functional rear race wing with billet winglets to the back for increased downforce, enhance stability at speed, while a front splitter redirects air around the sides of the car for less wind resistance and therefore improved overall aerodynamics. And the hood? Well, its domed center ridge isnt just for show either, housing a functional cowl induction for upping air to the combustion process.

After filling a memory card with shots of the bright yellow Stang I headed back down the 99 towards West Vancouver, the Bassani Stainless axle back exhaust system bellowing out the most resonant bass notes at takeoff, while the superchargers crescendo filled my ears with an adrenaline inducing whine. Its an afternoon I wont soon forget; one that gave me new respect for tuners in general, and Steeda in particular. After all, its not just the sum of the parts that make this car so special, but rather knowing which parts to use for the desired effect, and how to tune them so that they all work in harmony.

Steeda, and Bishops know what theyre doing, building what I believe is a much more drivable car than any Saleen-tuned Mustang Ive tested. Still, I cant help but wonder what these boys would do with a new Shelby GT500 if they got their hands on one. Hmmm… I think a phone call to Jeff at Bishops and a drive up to his new North Vancouver shop is in order.