We use the release-pause-release method, and it works really well. Let us explain. Since you don’t have a huge sidewall (like slicks have) to absorb the initial “hit” during launch, you’ll need to create a buffer to absorb the initial movement at the tires. If you don’t have a buffer, you’ll just spin. When it’s time to go, release the clutch quickly, but controlled. Then, just as the car is transferring weight, pause your left leg for a moment.
When the maximum weight has been transferred to the rear, feed in throttle and let the clutch out smoothly. In the 2015, we used between 3,000 and 4,000 rpm and applied our technique to record a 2.10 60-foot time. No doubt with more practice it could have been whittled down. In fact, you can watch the drag test video at our network site, mustang-360.com.
The driving experience is not altogether different than Hellcat. In fact, the first third of throttle travel feels more alert and aggressive than the more powerful SRT. Moreover, full-throttle shifts sound like artillery going off with the Scat Pack’s Hellcat-inspired active exhaust system. The power comes on quickly, and when gears are shifted manually through the steering wheel paddle shifters, you better be on your game—the rev-limiter comes up quick in the first few gears. Pulling away from the intersection, you’ve got to be ginger with the gas pedal, as the tires will erupt with squealing and chirping during what we’d call normal driving.
The 2015 GT is equipped with a Line-Lock, so doing a burnout is pretty easy. Be sure to roll all the way through the water box (or go around it) then stop. Refrain from doing a burnout in the puddle of water and don’t roll too far out of the water box, either, because that would put you in the really sticky stuff, and doing a burnout there can hurt your clutch. You want to be right on the fringe of the puddle, just in front of it.
The all-new 3.6L V-6 is optional in the LT and is rated at 335 horsepower and 284 lb-ft of torque. It features direct injection, variable valve timing and, for the first time, Active Fuel Management (cylinder deactivation), which disables two cylinders. The 2.0L turbo and 3.6L engines are offered with a standard six-speed manual transmission or GM’s all-new 8L45 paddle-shift eight-speed automatic transmission, which is based on the eight-speed design introduced in the Corvette and fullsize trucks.
And while not strictly an SRT product, the ’15 Dodge Scat Pack Challenger reviewed here would not be possible without SRT. We’ll let you do the math this time: 485 hp from an SRT-sourced 6.4L Hemi that gets 25 mpg (no gas guzzler tax), a seriously fortified eight-speed TorqueFlite automatic transmission with paddle shifters, fully independent suspension front and rear, big Brembo brakes, an active 2.75-inch stainless steel exhaust system, 20-inch rolling stock, and a huge list of standard amenities that includes Dodge’s popular uConnect 8.4 infotainment/connectivity package with SRT’s breakthrough Performance Pages. All this Bow Tie-stomping, Mustang-eating goodness costs $39,890 as tested here, including a $995 destination charge. (That price actually goes down by $1,400 when you equip the Scat Pack Challenger with a TREMEC TR-6060 six-speed manual trans.)
That’s all great, but we’re more excited about the Camaro’s new, multi-link MacPherson strut front suspension, which leverages a double-pivot design that makes those Cadillacs so agile. At the rear, a new five-link independent suspension yields outstanding wheel control and reduces “squat” during acceleration. All-new Drive Mode Selector is offered and tailors up to eight driving attributes for four modes: Snow/Ice, Tour, Sport, and on SS models Track.
Next-generation Camaros don’t come along very often the 2016 model is only the sixth in the nearly 50 years since the car went into production so when one does appear, it’s an understandably big deal.
Dimensionally, the new Camaro is slightly trimmer in all exterior dimensions and notably in a nearly 2-inch reduction in wheelbase but the overall effect is more dramatic, particularly with almost fastback profile. It simply looks lean and taught.
While the new S550 platform is a huge improvement over the previous generation when it comes to gripping through the curves and making use of all the power, Shelby American knew they could make the 2015 Ford Mustang 5.0 GT even better. Naturally, they did just that and built what you could honestly call a track ready daily driver, the 2015 Shelby GT—a 650hp supercharged beast that will shove you into the seat if you mash on the throttle or cruise all day long on the highway without a hitch.
Shelby saw the opportunity to improve upon this awesome off-road beast and decided they could make the Raptor a little more aggressive for off-road use. In 2013, they introduced the 575hp Shelby Raptor which had us drooling instantly. It was equipped with a supercharger, Method wheels and BFGoodrich Mud Terrain KM2 tires. Needless to say, Shelby stepped up the off-road game but like any true horsepower junky, sometimes you just need to give it a little more power.
The suspension is a little on the stiff side but that’s to be expected in a car that is setup for the track. Trust us, you wouldn’t want a floaty suspension with 650hp on tap. Speaking of suspension, Shelby has really done their homework with the Shelby GT as we were able to carve around more than a few corners at speed while the car gripped the tarmac and took it like a champ.
A set of Rouge Racing upper and lower control arms offer a heavy duty suspension package that can hold up to the stresses of high-speed off-road jaunts while a set of King 2.5-inch coilover remote reservoir shocks soak up the hard hits and smooth out the bumps. Out back, a set of King 2.5-inch bypass shocks keep the truck floating over the whooped out roads.