With any luck you saw our video documenting this test of the '13 Shelby GT500 on Ford's own Dynojet chassis dynamometer. The numbers you see here are shown using the SAE correction factor and with the graph's smoothing factor set at a maximum of 5. This means the numbers are a bit on the conservative side. Internet heroes will use Standard correction and turn the smoothing down to obtain bragging rights, so your mileage may vary. We are comparing these runs with Ford's prior verification runs of a '12 Shelby GT500 on the same Dynojet.
Obviously the '12 test was run on another day, but it shows a pretty dramatic rear-wheel difference between the 550hp '12 and the 662hp '13. Ford engineers tell us the drivetrain in the '13 GT500 is highly efficient, costing only 8.1 percent between the crank and tires. That would mean around 50 hp is given up in the drivetrain, which seems to jibe closely with these results.
Certainly we believe there is still a lot left on the table once our friends in the aftermarket start turning up the wick on this impressive combination. For comparison's sake, our own Project Vapor Trail cranked out 607 hp and 600 lb-ft at the wheels with a VMP Tuning tune and 2.65-inch blower pulley on a Ford Racing Performance Parts TVS supercharger. Imagine what Trinity can do with a smaller pulley and a more aggressive calibration.
|2012 GT500||2013 GT500||2012 vs. 2013|
In addition to the much-improved LED taillights shared by all Mustangs, the ’13 GT500 rocks a quartet of exhaust tips protruding from a new lower valance. Along with the four tips, the Trinity V-8 rumbles out a more authoritative growl from its exhaust.