Video: Fifth Gear drives a Camaro SS

Believe it or not, but the new Chevrolet Camaro has been in dealership showrooms for a year now. Sales of the reborn pony car have been very strong, besting its rival Mustang in sales for several months out of the year. Pretty much every automotive journalist has wrung one out, and now Fifth Gear host Jason Plato has gotten his chance. You can expect smoky burnouts and typical Englishman-reviews-American-car fare in the video above.

2011 Ford Mustang configurator hits Ford's website

Well, the moment you've all been waiting for is here. Not the actual availability of the 2011 Ford Mustang, but at least the ability to configure one online. Ford has rolled out it's 2011 Mustang configurator, which will give you a head start on figuring out what options you want on yours. Head on over to the Ford vehicle site to check it out.

2011 Ford Mustang wins first comparison test with Camaro, Challenger

The pony car wars have been fully rejuvenated, despite many obstacles such as high gas prices and a declining economy. The Mustang has been going strong for many years, while the Camaro and Challenger are reborn. Both have surpassed the Mustang in power and straight numbers.

When we found out that Ford was coming back strong for 2011 with the rejuvenated 5.0L moniker backed up by a serious boost in power, up to 412 from a paltry 315. Naturally, we expected there to be many comparison tests to follow.

The first comes to us thanks to Motor Trend. And as expected, the new Mustang claimed victory against a Camaro SS and Challenger SRT-8. Not surprisingly, thanks to it's better power to weight ratio. But the Mustang also claimed victory in quality and fit and finish. Head on over to MT to see the full comparo.

Ford releases 2010 Mustang customizer

Ford has released an online customizer for it's 2010 Mustang. You can customize your Mustang in virtually any way possible, including trying out different hoods, louvers, scoops, spoilers, grilles, wheels, and stripes. You can even decide the size of your car's burnout. Check it out here.

GM confirms Camaro Z28, meanwhile the Camaro outsells Mustang in June

It was feared that the powerhouse Z28 would die a premature death thanks in large part to the ailing economy, GM's bankruptcy, and rising oil prices. But the well connected folks at Camaro5, the Z28 will appear after the Camaro convertible, which is expected in the spring of 2011.

The Z will reportedly offer more power (duh), a hood similar to the Bumblebee edition, a unique grill, and other assorted bits and pieces that make it unique.

In other news, the long drought of the Camaro has obviously gotten fans of the car excited as their beloved pony car has taken out the Mustang in sales for the month of June. GM says it sold a total of 9,320 Camaros, while Ford sold 7,632 Mustangs.

For those who are curious, Dodge sold a meager 1,369 Challengers.

Hennessey HPE700 Camaro

Hennessey Performance Engineering has unveiled the HPE700, which features a 2010 Camaro SS with a supercharged LS9 V8 from the Corvette ZR1. And as if that wasn't enough, HPE has tuned the bad boy to produce 705 hp and 717 lbft or torque.

Other performance goodies include 15-inch carbon ceramic brakes cribbed from the ZR1, upgraded suspension bits and HRE alloy rims shod with Michelin PS2 rubber. HPE chose not to leave well enough alone in the looks department, either. The HPE700 has inherited the controversial see-through hood from the ZR1, along with a body package that includes a full carbon fiber ground effects kit and a unique front fascia with faux-hideaway headlights and a billet aluminum grille.

The HPE700 is understandably a lot of car to handle, so Henessey is providing a 1 day performance driving course with the purchase price of $109,500. The first orders will be accepted next week to registered bidders at the Barrett-Jackson auction in Scottsdale, AZ with regular orders being taken the following week.

PRESS RELEASE:

HENNESSEY PERFORMANCE ENGINEERING ANNOUNCES LIMITED EDITION 705 HP LS9 POWERPLANT FOR THE 2010 CAMARO

Extreme Performance Makeover Transforms the 2010 Camaro from Muscle Car to Super Car!

SEALY, TX – Hennessey Performance Engineering (HPE), well known for their extreme performance sports cars and muscle cars, announces their Limited Edition 2010 HPE700 Camaro.

At the heart of the beast is GM's new LS9 supercharged V8 tweaked as only HPE could to 705 horsepower and 717 lb-ft torque. To qualify as a supercar under the HPE banner it can't just go, it has to whoa. With optional 15 inch carbon brakes from the stunning new Corvette ZR1, light weight HRE wheels with Michelin PS2 tires and full suspension upgrades the HPE700 Camaro will be able to make full use of its new found power.

In addition to the power and handling upgrades., Hennessey will also be offering an exterior aerodynamics package to improve downforce at high speed. Penned by British designer, Steve Everitt, Hennessey's Cam-Aero ™ body upgrades include: Carbon fiber rear lip spoiler, carbon fiber side rocker panels, carbon fiber front splitter, front fascia with hideaway-look headlights and front billet grille. Completing the look of the HPE700 is a ZR1 inspired hood design with window showing off the Hennessey's tweaked LS9 powerplant.

"The HPE700 Camaro allows our customers to combine supercar power and performance with classic American muscle car looks in a modern, daily-drive usable sportscar with a backseat and a trunk!," said John Hennessey, President and CEO of Hennessey Performance Engineering. "We will be announcing other Hennessey turnkey vehicle packages for the 2010 Camaro in the near future along with an extensive list of aftermarket performance parts and accessories. But for now, the LS9-powered HPE700 Camaro, replete with ZR1 inspired looks and performance promises to be at the top of the American muscle car food chain later in 2009.

HPE700 buyers will also receive a 1-day performance driving course at Lonestar Motorsports Park – a ¼ mile dragstrip facility located adjacent to Hennessey's 24,000 square foot production facility and showroom.

Hennessey is offering the first HPE700 Camaros exclusively to registered bidders at the 2009 Barrett-Jackson auction in Scottsdale, AZ. Orders can be placed at the Hennessey display at the show or by phone or email beginning Tuesday, January 13 through Sunday, January 18, 2009. On Monday, January 19, 2009 the HPE700 Camaro will be available to the general public and can be ordered from select Chevrolet dealers as well as directly from Hennessey Performance Engineering.

Base price for the 2010 HPE700 Camaro is $109,500.

Located just west of Houston Texas at the Lonestar Motorsports Park complex, HPE has been building American supercars for nearly two decades with its Veyron-beating Venom Vipers, Ford GT's and recently released Dodge Challengers.

And it's official...the 2010 Ford Mustang

When the 2005 Mustang arrived, it reinvigorated the pony car. After 25 years of being built on the fox platform, the Mustang had an all new platform and some nifty retro styling. Known as the S197, this Mustang appeared at a time when it was in fact the only surviving member of the muscle car class. The Camaro and Firebird had been cancelled two years earlier and Chrysler had been out of the rear-wheel-drive sport coupe market since the 1970s. The Mustang's enormous success inspired Chevrolet and Dodge to create their own retro-styled muscle cars in the form of the new Camaro and Challenger. Fortunately for Mustang fans, Ford has not been sitting idle, and even while it was creating all those special edition Mustangs over the past few years, it was also working on thoroughly revamping its core pony. For the 2010 Mustang, Ford has taken the best parts of the S197 and fixed most of what was broken.

The 2010 'Stang is at once the same and different. Like the 2005-09 model, it's immediately recognizable as Ford famous pony car. If anything, it looks even more like a late '60s Mustang thanks to some additional curvature in its lines, especially along the belt-line. At the same time, it also looks more contemporary. The designers have improved the aerodynamics and reworked many of the design details. What may be even more important for drivers of the Mustang is an all-new interior that finally dispenses with cheap, hard plastics and looks like it was designed in this century, but more on that in a bit.

Starting at the front, the basic theme of the current 'Stang is retained with the forward-canted grille and inset headlamps. The turn signals have been moved into the pocket with the headlamps, which themselves appear smaller than before. The whole hood has been re-contoured with a "power-dome" in the center, which should provide plenty of clearance for performance hardware when tuners and owners begin modding their cars. Out toward the edges, the fender and hood are slightly concave leaving a ridge that runs back to the A-pillar. The whole leading edge of the hood now curves down smoothly to ease the airflow around the nose and over the top of the car. The old school antenna mast has finally been banished from the front fender and the windshield washer nozzles now sit under the trailing edge of the hood instead of on top.

At the outer ends of the lower front fascia are black plastic air deflectors to further enhance the airflow, directing it around the sides instead of underneath the car. All of this contributes to drag reductions of seven percent on the V8-powered GT model and four percent on the base V6. Better management of the air-flow around the front of the car also reduces lift by 23 percent.

Around the sides, the transition from the fenders to the wheel arches has been smoothed out, which eliminates the crease on the current cars. The longitudinal crease that starts at the trailing edge of the front wheels has been sharpened and now has a slight under-cut that makes it more prominent, while the "hockey stick" side scoop contour has been subtly re-shaped. The lower edge of each side window has been moved down and now intersects with the newly curved contour of the rear fender at the trailing edge of the door.

Exterior designer George Saridakis describes the rear haunches and other changes as giving the Mustang a more voluptuous look. At the very back, the outer ends of the rear fascia are now angled forward, which helps to reduce the visual impression of the rear overhang. Also contributing to that revised impression is a rear bumper with a reduced offset.

Around the back of the car, Ford designers have taken advantage of the illusion that results from using contrasting colors. The lower part of the rear fascia is now a contrasting black with a molded-in diffuser. The darker color reduces the visual height of the rear deck. The tail-lamps, which still feature the traditional three bar look, have been re-shaped and now feature sequential turn signals. When the turn signals are on, the three lamps light in sequence from the innermost to the outer. The rear badge has also been reshaped and the keyhole has been removed as the Mustang finally gets an interior trunk release.

When the 2005 Mustang debuted, one of the biggest and most justified criticisms was its interior, specifically the cheap materials and hard plastics. Those criticisms are completely banished in the 2010 Mustang. All the plastic surfaces on the dash are now soft to the touch and pleasant to look at. Even the trim across the dashboard is aluminum rather than metallic-finished plastic. The same goes for the spokes on the steering wheel. The dual-brow look across the top of the dashboard that dates back to the early Mustangs is now also reflected across the lower edge.

The center console of the current model has elements at a variety of heights and many drivers complain about hitting their knees on the parking brake lever when bracing themselves during cornering. The brake lever on the '10 Mustang has been shortened and moved back, well clear of driver's right knees. The arm rest is now flush mounted and there is a retractable cover over the cup holders. The entire surface of the center stack and console now mirrors the arm-rests on the door panels with everything at the same height and matching contours.

The designers have also taken elements that previously stuck up above the dash surface like the A/C registers and gauges and made them flush or even set them below the surface. The sub-flush gauge mounting reduces the impression of looking down a tunnel at the instruments. The back-lit gauges also now have a translucent arc where the numbers are. The numbers normally appear in black against a white background unless you go for the MyColor option. In that case, the background will appear in whatever color the driver chooses. MyColor also brings a back-lit "Mustang" kick plate that is kind of gimmicky but looks cool when you open the door.

The designers have also added a couple of nice detail touches. The standard icon that normally appears on traction control disable switches has been reworked to look like a Mustang including the tri-bar taillights. The basic shape of the steering wheel is carried over but the spokes have been chamfered allowing for a more comfortable grip. The overall impression of the Mustang's new interior is that Ford has improved its execution in making the cockpit both look more appealing and feel better to the touch.

When Ford redesigned the Escape CUV for 2008, the body and interior were also completely redone but the mechanical components were largely carried over. Similarly, the drivetrains and suspension components of the 2010 Mustang are mostly carried over, although some improvements have been made on the V8 GT model. According to chief engineer Paul Randle, the current Bullitt has been considered the best Mustang ever in many respects thanks to its wonderful balance of handling and power, so it was chosen as the baseline for the new GT.

The 2010 GT retains its 4.6L three-valve V8, which has now been bumped up to 315 hp and 325 lb-ft of torque. The air intake has been reworked so that fresh air is drawn from behind the grille rather than from the wheel well. The duct from the air filter box to the throttle body has been straightened and smoothed out to reduce flow restriction. The whole car has also been stiffened and new sound insulation has been added for a quieter driving experience.

Since Mustang drivers still like to hear the roar of a big V8, the engineers have compensated. A small tube coming off the side of the duct runs to the passenger compartment giving occupants some of that V8 induction sound directly. GT models with the new 19-inch wheel-and-tire package also get an aluminum strut tower brace to stiffen the car's structure further. The base 4.0L V6 remains unchanged for 2010, although 2011 or soon after will probably see the Mustang follow the Escape's path with more significant powertrain upgrades. That's when we're likely to see Ford's smaller displacement, turbocharged, direct-inject EcoBoost engines added to the pony.

The Mustang's suspension architecture has also been carried over from the S197, meaning struts with lower control arms up front and a live axle trailing links and a panhard rod out back. The engineers have re-tuned the springs and added new dampers that should improve wheel control and ride. New wheel-and-tire packages are now available across the board with a one-inch increase in diameter. The V6 Mustangs now have 17-inch wheels standard with optional 18-inchers, while the GT has 18-inch or 19-inch packages.

One feature that is new to the 2010 Mustangs is electronic stability control which will be standard on all models. The ESC always defaults to on when you start the car. On the V6 Mustangs the driver will have the option to turn the system off. On the GT, the system can be turned off, or switched to a performance mode that allows more slip before intervening to limit the fun.

One important thing that hasn't changed much is weight. The 2010 V6 Mustang only picks up 15 lbs compared to the 2009 model, while the GT climbs just 35 lbs. That means Mustangs still have an advantage of about 400-500 lbs over the new Camaro and even more compared to the larger Challenger.

We'll be allowed behind the wheel of the new 2010 Ford Mustang in mid-December, at which time we'll let you know how it behaves compared to its predecessor. From what we've seen already, the new interior is far beyond both its new competitors and its predecessor in the areas of design, ergonomics and materials. Assuming Ford doesn't significantly increase the price, the Mustang should continue to offer the affordable performance it always has with a new measure of refinement.

SEMA Dodge Challenger wrapup

The Chevrolet Camaro was the official vehicle of SEMA, but you couldn't walk ten feet without tripping over a Challenger at the show. Dodge's reborn pony car has been a big hit so far with the tuner crowd, and it was obvious by all of the variations seen at this year's SEMA.


George Barris' Red Demon – The flagship model of a three-car series, the Red Demon is packing a 725-hp, supercharged 6.1-liter V8, which motivates 20-inch (front) and 22-inch (rear) rollers. However, no amount of power could help the Red Demon escape the long reach of the ugly stick. With an ungainly set of carbon fiber hood scoops, odd 3D roof stripe and a split rear spoiler, we're happy to report that production is limited.


Newport Convertible Engineering Inc – Dodge may have made the decision not to offer the Challenger sans roof, but a number of firms are stepping up to hack the lid off the modern-day muscle car. NCE made an admirable attempt at creating an OEM-like fit and finish, but it's still a bit rough and there's no word on additional bracing to avoid the chassis doing its best wet noodle impression.


Mopar Underground Blacktop – The brawny black brawler is only equipped with a cat-back exhaust, intake, coilovers and wheels, but what it lacks in mods it makes up for with presence.


Class Design Concepts Group 2 Widebody – Mixing a menacing stance with a Vortech supercharger, 15-inch Baer brakes and a KW coilover setup, the widebody Challenger is ready to do battle against its pony car competition.


Mr. Norm's AAR 'Cuda – Drag racing legend Mr. Norm is in touch with his inner speed demon and the result is this 900-hp (claimed) 'Cuda redux with SSBC brakes, forged wheels, Hotchkis suspension and a Plymouth-inspired grille.


Mopar Underground Targa – We're a sucker for road-going racers and particularly those that have a grueling campaign under their belts. The Targa Challenger hits both points and comes equipped with tweaked HEMI V8 putting out 540 hp and 490 lb.-ft. of torque to a Tremec six-speed manual and modified rear diff. The KW suspension and StopTech brakes round things out, making the Targa one of the most desirable Challengers on the floor.


Mopar Drift Challenger – Sam Hubinett is a lucky guy. Not only does he get to slide cars sideways for a living, but he gets to do it in this 850-hp Challenger. While it's hardly subtle, we're sure the paint scheme will catch spectator's eyes and we're digging the fender-mounted roller blade wheels to keep barrier brushes to a minimum.


Hurst HEMI – It's one of the most subtle and attractive Challengers on the floor, and even has those of us less than enamored by the coupe have a soft spot for the Hurst. The 530-hp, Stage 4 package helps too.


Group Five Limited TT G5/R – Two turbos, a tuned ECU and plenty of custom upgrades make the Group Five one of the most heavily modified Challengers on the floor.


Challenger SRT10 Concept – 8.4-liter Viper-sourced V10. Period. The Bilsteins, brakes and custom body panels are nice too. But 600+ hp and 560 lb.-ft. of torque does most of the speaking.

Mr Norm's AAR 'Cuda

The Dodge Challenger is offering tuners one of the hottest platforms to work with since the current-era Mustang arrived in 2003. And although this is supposed to be the year of the Camaro, there are tons of cool Challengers here at SEMA.

One of our favorites is actually badged as a 'Cuda built by Mr. Norm's Garage. Yes, that Mr. Norm, the legendary owner of Grand Spaulding Dodge that was famous for building some of the fastest Mopars in the country during the muscle car glory days.

The car you see here is one of two the company put together for this year's show. This one is made to replicate an AAR 'Cuda. It features a supercharged version of the 6.1L Hemi putting out 900 horsepower (!), forged wheels, Hotchkis suspension upgrades, massive SSBC brakes, and a custom front clip that makes it look more like a Plymouth. Very hot car.

2009 Dodge Challenger R/T

The original Dodge Challenger R/T was a rather large car, especially compared to Ford's Mustang and Chevy's Camaro. The new R/T is no exception, it is a big car. The Challenger was, and is, the conveyance for a decade that spawns America's obsession with the muscle car.

The 2009 model has 6.4 inches more wheelbase and 6 inches more overall length, making it a full size car by any one's estimates. Because it shares the Chrysler 300/Charger firewall, it is longer than those cars despite being 4 inches shorter in wheelbase.

To be fair, the Challenger R/T has to be long and large to support those classic looks complete with massive blind spot inducing C pillars. If you complained because the Charger was introduced with four doors, the Challenger is your traditionalist ride.

Another reason to celebrate this occasion of retro cool is the introduction of a six speed manual, a Tremec T6060 adapted from the Viper, but with lighter clutch action. The 6 speed is available on the SRT and R/T only, the V-6 SE comes with a four speed automatic. The row your own box comes with a modern adaptation of the original pistol grip shifter.

By now you are familiar with the 6.1 liter, 425 horsepower Hemi. The R/T's 5.7 liter version puts out 370 horsepower and 390 lb-ft of torque with the five speed automatic, 375 horsepower and 404 lb-ft when equipped with the six speed on premium fuel. Fuel economy drops 1 mpg in the city with the stick, but the manual equipped cars also come with a specially tuned exhaust with a nice burbly sound.

The R/T forgoes the SRT's high-backs in favor of low-back buckets. The popular equipment package gets you such SRT standards as leather interior, Boston Acoustics six-speaker, 276-watt amp, satellite radio, heated front seats and Keyless Go. A "Classic R/T" package adds functional hood scoop, Challenger script badge, body-side stripe, and 20-inch wheels (up from 18s). The R/T shares two color options with the SRT, Hemi Orange and, available "later," B5 Blue. R/Ts get body-colored rear lip spoilers; SRTs have black spoilers.

Starting at just under 30K, the R/T is a bargain compared to it's big brother SRT, and is similarly priced with Mustang GTs, Pontiac G8 GTs, and probably the Camaro SS instead of $40,000-plus BMWs, Audis, and Corvettes. It's also in the same price range as the John Cooper Works Mini.

The R/T has a nicely sorted suspension for highway cruising. But tipping the scales at 4050 pounds, it is by no means meant to take tight curves or be an autocross racer. This is a refined cruiser, much as you would expect from a big and heavy American coupe.

And that's just what Dodge intends it to be. The R/T runs slower to 60 than a similarly priced Mustang GT, around 5.5 seconds. And it's fuel economy won't win you any new tree hugging friends, at around 16 city and 25 highway. The joy in owning a Challenger of any breed is to have a car that is guaranteed to turn heads and cause envy as you tool down the highway.

AmericanMuscle.com is your online stop for 2009 Dodge Challenger Parts.