While the dash-top instrument pod doesn't boast the last word in artful mounting, having large, legible oil and water temperatures, as well as boost pressure, within easy sight is a godsend on-track. We suspect drivers will need to manage engine temperatures during extended summertime track sessions, so front and center mounting is important. Curiously, the shift light-the small sliver bezel at lower left-proved invisible to us during our track sessions. Aiming the light upward would definitely help.
If the Trak Pak has a handling fault, it's the stiff rear suspension. A mere bother on the street, the car is heaved by ripples and bumps on-track, which hurts lap times. Getting from the infield and onto the oval, for example, was a headshaking, rear-axle-bouncing, full-throttle dance. The rear tires scratched and grabbed, but like a good stick-axle car, it never lacked control and kept clawing forward. Other spots, in mid-corner or under braking, show more on the stopwatch as the car can be upset during the more delicate corner-entry process. Granted, we didn't so much as adjust the shock damping, much less the tire pressures, so some of this could be tuned out by an engaged owner. Left as is, this isn't a huge factor unless you're racing on the Apian Way or something.
Most limiting was the braking. Yes, the Trak Pak has some excellent clamping hardware, but it also has a lot of power and good handling. That means the brakes get a workout, especially at a place such as Fontana where repeatedly going from 135 to 35 mph every two minutes is required. We were able to put in three hard-braking laps each session before the pads began to fade, and this was with the Hawk pads installed.
On the plus side, the front brake ducts are a huge help. The brakes come back to a firm peddle given just a few corners of light braking. Kudos to Roush for fitting these. Far too few outfits understand the importance of brake cooling.
Our thought on the Roush brakes is that the hardware is fine. Maybe the hardest-charging drivers will want higher performance track pads, but we'll bet better brake management (proper bedding, avoid glazing) will return much better performance. For all-out braking performance and constant track action, dedicated track pads and rotors-coupled with dedicated street pads and rotors for the drive home-are the only acceptable solution. Given an occasional open-track and plenty of street driving, the Trak Pak brake system is a great combination of excellent street manners and brute track-level brake torque generation. The only caveat would be that some track/driver combinations may require restraint from full-boogie braking.
There's no shame driving the Trak Pak when yellow Ferraris and such are at the same open-track. The taped numbers and a timing transponder were the only track prep we gave our test car, and it ran with the best of them at Fontana. For the guy who wants a hot street Mustang and runs the occasional open-track, the 427R Trak Pak fills the bill.
All told, we had a blast with the Roush at Fontana and minimal trouble being in the fastest third of cars present. As Speed Ventures attracts its share of Lamborghinis, Ferraris, and prepped AWD Subies with 25 pounds of boost, that's no mean feat for a car that was driven to the track and back with no more prep than checking the oil level. We turned 1:59 laps, which is enough medicine for the average 'Vette, but not quite in the Z06 or turbo Porsche league. The little stuff you just blow by, which always feels good.
Does the Trak Pak meet its combined street and track goal? You bet it does. At the end of our track day, we pulled off the taped numbers, snipped the transponder's zip ties, tossed our helmet in the backseat, and drove home in a rocket of a street car. The tires were not chunked, the check-engine light never came on, and the worst maintenance ahead of us was rubbing the rubber flecks off the front fascia and refilling the gas tank.
If we've harped on the Trak Pak in this review, it certainly isn't because we're trying to steer anyone away from it. Rather, we recognize the incredibly difficult gulf the Trak Pak spans between street and track, and in the interest of full-disclosure, we've presented what we found in the most demanding driving. Like any car, the 427R Trak Pak isn't perfect, but even its flaws make it an exciting car to have in your garage-or pit space
Speed VenturesWhen we needed to get the 427R Trak Pak on-track on short notice somewhere within striking distance of southern California shortly before Christmas, Speed Ventures had an event for us. Catering to performance street cars and seeming to attract a good share of high-end Los Angeles-area exotica, Speed Ventures puts on nicely run, low-key events. The usual open-track amenities are available-instruction, performance grouping, five run groups per day, optional timing-with entry fees ranging from $150 to $320, depending on the track and days available.
We especially appreciate Speed Ventures booking Laguna Seca; a noise-sensitive, limited-access, high-dollar track with great ambiance and a thrilling layout. Most open-track groups don't bother with Laguna, but Speed Ventures had three events scheduled there in the first quarter of 2008 alone.
Other highlights include an active calendar and a cost-saving tire program with Nitto. Visit www.speedventures.com for more.