2010 Roush Mustang 427R

Recession? Global Warming? Future gas-price worries? Bah. This is turning out to be some sort of National Musclecar Month (stay tuned for more Camaro/Mustang/Challenger news coming very soon), and Jack Roush is striking while the iron is hot. Today, Roush Performance unveiled its fifth-generation Mustang performance car, the 2010 427R, at its Livonia, Michigan, factory in suburban Detroit.

As before, the Roush Performance 427R package includes enhanced styling, suspension, and engine-performance upgrades. In terms of styling, the front and rear fascias are more aggressively sculpted, with a jutting front splitter and simulated venturi air exhausters in back. Side skirt and louvered quarter windows, chromed 18-in. Roush wheels, a three-piece rear spoiler, and badging inside and out complete the package (which will be offered by itself as a Stage I package for $6852).

Chassis upgrades revised spring and damper rates, new anti-roll bars, revised rear-suspension geometry to combat wheelhop (using unique upper trailing links, mounting brackets, and bushings), new jounce bumpers and bushings. (An $8226 Stage II package will buy the appearance and chassis mods.) The 427R stripes and decals accompany a revised Roots-type supercharger and intercooler plus other powertrain upgrades that bring the stock 4.6L SOHC three-valve motor up to 435 hp and 400 lb-ft of torque. And what's more, they do so WITHOUT incurring a gas-guzzler penalty as the 2009 427R did. That savings helps bring the 427R package price in at just $15,056 ($43,071 out the door, including the base Mustang GT).

How did they manage to improve performance while trimming overall emissions by 38% and boosting fuel economy by about 10% (firm numbers are not yet available but there will be no guzzler tax)? According to powertrain honcho Erin Dmytrow, more efficient breathing and intercooling are key. The base car's cold-air induction (breathing from ahead of all the heat exchangers) is retained, opening into a freer-flowing air box and intake manifold.

And while the previous intercooler radiator was of a double-core design down in the lower fascia opening, the new one uses a single core that's nearly the same height as the engine radiator. Overall coolant capacity for the dedicated intercooler circuit is up over 25%, and charge-air temperatures are said to be dramatically lower. The supercharger is a 1.5L Roots-type using the familiar three-lobe impellers to develop 5.5psi max boost (any more wouldn't be safe without reducing the stock engine's compression ratio).

© Source: motortrend
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