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ISAJ, NOSIUVd}\IOC
COMPROBANTE DE COMPRA
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electronic feedback control increases in-
take florv by 7l percent over that ofrhe
vaunted TBI unit, while a dual-snorkel
air intake (which picks up cool air from
behind the headlights) boosts ourpur by
another I2 hp.
The end result is 190 hp at 4800 rpm,
and the knock sensor in the electronic
ignition can adjust the timing to deliver
another l0 hp if you fill up with premi-
um unleaded. All this power goes
through a Borg-Warner T-5 five-speed.
Aside from strengthening the rorque
arm to control rear-axle windup in the
face of this additional power, the chassis
remains virtually the sarre.
#ffi
I\{USTANG VS. CAMARO
Unfortunately for the Chevy guys, fifteen-incher. As before, there's hardly a antl
their counterparts at Ford haven't been trace ofelectrickery under the hood. The derr
resting on their laurels. They also have Ford guys say that electronic controls are TR]
Borg-Warner's five-speed for '83. And too often used as Band-Aids to patch the 190
after coaxing 157 hp our of rheir 5.O-liter gaps in the knowledge of enginiers. Be- and
V-8 last year with much the same strare- sides, they say, enthusiasts like to work rmp
gy Chevy discovered for this year, rhe on their and electronics dis- han
Ford engine boflins have boosted output -engines,
courage them. ing-
yet again, to 175 hp at 4200 rpm, com- The pressure of constantly increasing char
plete with five more pounds-feet of horsepower forced the Mustang chassis bett
torque and a slightly broader power engineers to revise their car's suspen- tion
band. A Holley four-barrel doubles the sion once again, even though it under- to ir
flow of last year's two-barrel. while a went a comprehensive rethink last year. c
straighter catalyst connection minimizes Fifty-percent-stiffer rebound damping the
back pressure. Finally, a seventeen-inch- for the shocks gives the car a more ag- thel
diameter air cleaner replaces the former gressive grip on the road. A larger rear sim

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 MUSTANG VS. CAMARO

better rveight distribution, and better

tires make the difference.
T'he slalom contest lvasn't nearly as handling. Second, a lot of Mustangs and A
close, however: the 228 simply domi- Camaros will find their way to the race- wor
nated the event, averaging a speed of track this year in the SCCA's nerv Show- For
60.6 mph versus the Mustang's 57.9 room Stock Gf' class, where they'll its
mph. The Camaro carves its wav from compete against the likes of the Datsun skid
gate to gate; it changes direction com- 280-ZX Turbo, the Nlercury Capri RS, rnal,
pletelv and rvithout hesitation, just like a the Pontiac Firebird Trans Am, and the ino
race car. Youjust steer; the car does the Porsche 944. i*p
rest. In contrast, the Nlustane slithers At Willow, it was immediately appar- witt
through the gates. heeling ovei onto its ent that each car offers a different strat- diur
outside {ront tire and understeerins egy for speed. The Mustang is easy to tan!
from one cone ro fhe next. drive at a moderate pace: its broad pow- ugl)
Both cars suffer from a lack of steer- er band, firm brake pedal, and predict- tirer
ing feel. It's impossible to keep track of able understeer inspire confidence. It parl
the Mustang's back end, which tried to understeers mightily through fast cor- bef<
assist with the maneuverine in our sla- ners, but a quick lift of the throttle cofl
lom. -l'hc Canraro .t""rt ,o lightly rhar brings the tail out for slow turns. The fror
you can't drive with the precision the Camaro, on the other hand, steers cou
chassis prefers. around turns at all speeds with very lit- con
The session at Willow Springs Race- tle roll or drift angle to suggest the the
way meanr more than just a joy ride. speed at which you're traveling; you just toa
First ofall. a racetrack is the safest place hang the front tires on the line and senl
to find the limits of an au(omobil"'. stand on the gas. vett

transmission/ curb weigh

gear ratios:1 / weight, distribut
axle ratio:-l lbs Vo FIR
V-8,305 cu in (5001cc), 190 bhp @ 4800 rpm/ 3300 57.6t4:
iron block and heads, 240 lbs-ft @ 3200 rpm
1x4-bbl Rochester Quad.
rajet carburetor

FORD MUSTANG GT V'8, 302 cu in (4942cc). 175 bhp @ 4000 rpm/ 5-speed/
iron block and heads, 245 lbs-ft @ 240Q tpm 2.95, 1.88, 1.37. 1.00. 0.73/
1x4-bbl Holley carbur. 3.27
etor

acceleration, sec
9e 0-60 0-100 lop gear, top gear, lop speed, braking,
-roadholding, maneu
A; CHEVROTET
mph

6.7
mph

17.8
1/a -mile

15.0 @
30-50 mph 50-70 mph mph 70-0 mph, ft -
200.f1 g
skidpad.
- l69g.ft s
7.8 8.3 134 198 0.83
CAMARO 228 93 mph
(!n
:ts FORD 7.0 19.8 15.4 @ 8.2 8.3 125 208 0.76
O MUSTANG GT 90 mph

CAR and DRIVER JUNE

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