2005 Ford Mustang GT
| Model |
GT Coupe |
| General Information |
| Layout |
front-engine / rear-wheel-drive |
| Curb Weight
[lb (kg)] |
3560 (1615) |
| Overall Length [in.
(mm)] |
188.0 (4775) |
| Wheelbase
[in. (mm)] |
107.1 (2720) |
| Steering |
Rack & Pinion; power-assist |
| Turning
Radius [ft. (m)] |
18.0 (5.6) |
| Tires |
235/55 ZR17 |
| Engine |
| Type |
V8; aluminum block and heads |
| Valvetrain |
SOHC 3-valve / cyl. |
| Displacement
[cc] |
4605 |
| Bore &
Stroke [mm] |
90.2 x 90.0 |
| Compression
Ratio |
9.8:1 |
| Redline
[rpm] |
6250 |
| Max. Power
[Bhp at rpm] |
300 at 5750 |
| Max. Torque
[lb-ft (Nm) at rpm] |
320 (434) at 4500 |
| Accommodation |
| Seating
Capacity |
4 |
| Front Head Room [in.
(mm)] |
38.6 (980) |
| Front Leg Room [in.
(mm)] |
42.7 (1085) |
| Rear Head Room [in.
(mm)] |
34.7 (881) |
| Rear Leg Room [in.
(mm)] |
30.3 (770) |
| Interior Noise |
| Idle in
neutral [dBA] |
53 |
| 70 mph coasting [dBA] |
73 |
| Performance |
| 0 - 60 mph
[secs] |
4.9 |
| 0 - 100 mph [secs] |
13.2 |
| 1/4 mile [secs at mph] |
13.5 at 102.4 |
| Top Speed [mph] |
149 |
| Lateral acceleration
[g] |
0.87 |
| Fuel Economy [City/Hwy
in mpg] |
17 / 25 |
| Braking |
| Front -
Brakes |
12.4 in. (316 mm) ventilated discs |
| Rear - Brakes |
11.8 in. (300 mm) ventilated discs |
| 70 - 0 mph [ft (m)] |
183 (56.9) |
The
new V-8 engine pumps the Mustang GT up to an impressive 300 horsepower and 315
foot-pounds of torque.
It marks the first time the mainstream
Mustang GT offers 300 horsepower – formerly exclusive Mach 1, Cobra and Boss
territory. The GT’s 4.6-liter, three-valve MOD V-8 packs 40 more horsepower
than the current V-8 and more than 50 percent more power than the fiery
small-block 289-cubic-inch V-8 that propelled the 1964 model to stardom. This
new level of performance – on regular gas – is made possible by intelligent
application of modern technology, including all-aluminum construction and a new
head design that incorporates three valves per cylinder and variable cam timing.
Normally, adding a second intake valve is a good way to
kill low-speed performance. In order to maintain airflow velocity, the engineers added
the Charge Motion Control valve, which is located at the
head and blocks flow to half of the intake valves at light loads. This increased
the velocity in the port, which also creates a tumble motion to help control the
combustion. At higher loads and higher speeds, the valves open to get maximum
airflow.
The
new V-8 engine pumps the Mustang GT up to an impressive 300 horsepower and 315
foot-pounds of torque.
It marks the first time the mainstream
Mustang GT offers 300 horsepower – formerly exclusive Mach 1, Cobra and Boss
territory. The GT’s 4.6-liter, three-valve MOD V-8 packs 40 more horsepower
than the current V-8 and more than 50 percent more power than the fiery
small-block 289-cubic-inch V-8 that propelled the 1964 model to stardom. This
new level of performance – on regular gas – is made possible by intelligent
application of modern technology, including all-aluminum construction and a new
head design that incorporates three valves per cylinder and variable cam timing.
Normally, adding a second intake valve is a good way to
kill low-speed performance. In order to maintain airflow velocity, the engineers added
the Charge Motion Control valve, which is located at the
head and blocks flow to half of the intake valves at light loads. This increased
the velocity in the port, which also creates a tumble motion to help control the
combustion. At higher loads and higher speeds, the valves open to get maximum
airflow.