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2006 Steeda Mustang GT Road Test

When a Stock GT Just Isnt Good Enough

When I first drove the 2005 Mustang GT through the circuitous mountain roads that line Southern Californias coast, I was impressed. High above L.A., even Mulholland Drive and its apocryphal Dead Mans Curve was no problem for the agile ponycar. Now dont go writing in just to tell me the classic song "Dead Mans Curve" was actually written about an old segment of Sunset Boulevard that has since been straightened out; Jan and Dean, and perhaps a few of their surfer friends only know for sure, and theyre not talking. The fact remains, few stretches of road offer as many twists and undulations per mile and even fewer still so many sobering drop-offs to who knows how far below.

This is no ordinary Mustang GT. (Photo: Trevor Hofmann, American Auto Press)

I suppose then, that a test of an even zestier Mustang GT, fitted with a smorgasbord of aftermarket components from Steeda, Vortech, BBS, and others, on a road that is well respected among West Coast ski fanatics, the Sea-to-Sky Highway between West Vancouver, Canadas Horseshoe Bay and a picturesque ferry terminal known as Porteau Cove, part way to one of North Americas top ski destinations, Whistler, was equally fitting.

The curves of the Sea to Sky are ideal for Steedas feisty creation. (Photo: Trevor Hofmann, American Auto Press)

I have to admit though, prior to winning the 2010 Vancouver-Whistler Olympic bid the prospect of such a drive was much more intriguing. Now its lined with work crews turning what was a most delectable piece of roadway into a boring four-lane freeway. Such is progress, but until all the work is finished there are still some fine stretches of tarmac in between the bulldozers, dump trucks and graders for stretching a cars legs... as long as theres enough muscle under the hood to get past regular parades of awestruck

The last time I was on this highway behind the wheel of a Mustang it was adorned with Cobra badges. (Photo: Trevor Hofmann, American Auto Press)

sightseers.

Fortunately for me and Jeff Dann, the creator of this marvelous machine and proprietor of Bishops Sales, Canadas Steeda connection (Steedas U.S. operations are in Pompano Beach, Florida, which is a lot farther away from my home than North Vancouver, BC), this specially prepared Mustang GT has plenty of punch at the rear wheels. Its a bit eluding at first, with the bright yellow and black pony feeling much like a stock GT, but for a few suspension mods and new shoes, and then a quick blip of the throttle emits a subtle whine from behind the firewall that

Whew! Now this is hardly stock. (Photo: Trevor Hofmann, American Auto Press)

sent a shiver of anticipation up my spine. Hmmm... I think to myself. The last time I was on this highway at the wheel of a Mustang there were two coiling cobras attached to each front fender... déjà vu? Yeah, might be, but the 2003 Ford SVT Mustang Cobra (that I actually photographed at exactly the same location two years prior) was a bit underpowered in comparison. Say what?! Yeah, its true. The old Cobra could only muster a mere 390-horsepower and an equal amount of torque, while the Steeda and its Vortech supercharger, among other engine mods, is capable of a much more exhilarating 462-horspower and 419 lb-ft of torque. Needless to say the lineup of cars in front of me quickly became fodder in

Tri-Ax shifter is one sweet appliance. (Photo: Trevor Hofmann, American Auto Press)

my rearview mirror, and the road ahead my playground.

Yes, compared to a regular old GT, which had previously been fairly impressive, this upgraded Mustang is an entirely new animal. Its smooth and linear response to throttle input is absolutely wonderful. OK, its not as sinfully wicked as Fords own Shelby GT500, but of course, few cars are. Still, it reacts feverishly to feathering the go-pedal and never seems to let up all the way to redline, plus the short-throw billet-aluminum Tri-Ax shifter feels so good from gear to gear that stirring the stick is more like massaging a top-tier German import than the domestic that it is.
Incidentally, Steeda replaces the stock shifters steel mounting rail with a billet beam and then upgrades the bushings

Nice pedals. (Photo: Trevor Hofmann, American Auto Press)

to reduce deflection during aggressive shifting. The base, handle and beam are CNC machined by Steeda from 6061 aluminum.

The clutch take-up is well modulated too, and the pedal positioning, which remains stock, is pretty good for my smaller than average feet when it comes to heel-toe action, while the billet-aluminum pedals are seriously sweet.

One of those pedals connects through to the GTs brakes, not the stock cars finest attribute. Steeda solved this problem too, however, adding KVR cross drilled rotors front and back, which enhance initial bite and do a better job of dissipating heat, resulting in less fade when used hard. KVR claims 40 percent better cooling and a 20 percent shorter stops. Wet braking is improved too, of course, while the new rotors should reduce warping for longer overall life.

Steeda added a

KVR cross-drilled rotors, 18-inch BBS wheels and BFGoodrich KDW rubber... all good for grip. (Photo: Trevor Hofmann, American Auto Press)

fun feature that doesnt do a thing for braking performance but nevertheless might keep those racing behind from slamming into your rear: sequential brake lights. Harking back to Mercurys Cougar and then the Mustang California Special for inspiration, the Dynamite Sticks Sequential System plugs a preprogrammed microprocessor into stock OEM connectors for the sequential light show. Its ultimately cool, showing those behind that your ride is hardly assembly line stuff.

Back to performance, framing those KVR brakes are large diameter 18x9 front and 18x10 rear BBX RGR wheels, shod with BFGoodrich KDW rubber, again, much better than stock. Even when pushed hard it was difficult to get these things to scream, the grip was that good. Of course, if pushed a little harder the rear end would step out in a predictable fashion, the rear tires locking up quickly with a blip of the throttle and a little

Lower to the ground, the suspension mods really help the GT to handle better. (Photo: Trevor Hofmann, American Auto Press)

opposite lock steering tucking the rear half of the car back into place. I could do this over and over, and it always had the same highly entertaining reaction.

Steeda deserves praise for more than just wheel and tire selection, however, as the suspension mods have at least as much to do with its nimble behavior. Where do I start? Steeda replace the stamped steel trailing arms in the rear with billet lower control arms, installed with urethane bushings no less. These reduce un-spring weight and almost eliminate wheel hop. The stock panhard bar was also replace, this time with a chrome-moly unit, also featuring urethane bushings for reduced flex. The swaybars have been upgraded too, 1.3 inches in diameter up front and 0.2 inches larger than stock in the rear. The car has been lowered by an inch too, thanks to a sport spring package from KW, while a front upper strut tower brace stiffens the cars overall structure and a G-load brace between the lower control arms limits g-load

This car can dance. (Photo: Trevor Hofmann, American Auto Press)

deflection and improves suspension compliance for a better ride and, most importantly, much, much better handling.

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