Evan J. Smith
September 1, 2008
Photos By: Team MM&FF, Jim Fets

Like the standard GT500, the KR sports comfortable, yet supportive, leather-wrapped buckets and a "perfect" steering wheel that allows a nice grip during spirited jaunts. The clutch is just right, thanks to the twin-disc setup (also standard GT500), and the shifter is a short-throw unit with chrome handle and white ball fixed atop-it's reminiscent of a '60s musclecar. Plus, it's very accurate. Gliding the unit through the gates in the Tremec TR6060 six-speed was a breeze, even at WOT on the dragstrip. Former MM&FF Editor Jim Campisano says, "It's the best Mustang shifter ever."

The 3.73s are a great improvement over the 3.31s found in the GT500, as they get you going in a hurry-and with 510 lb-ft of torque, you keep on moving at a rapid rate. The KR is hunkered down 20 mm in the front and 15 mm in the rear, and recalibrated dampers combine to make a drastic improvement in handling. Also helping the traction-cause are four Goodyear F1 tires measuring P255/45ZR18 in the front and P285/40/ZR18 in the rear, with a special softer tread compound.

Race One.
On track, we noticed a big difference between the KR and the GT500, as the KR felt like a race car in street trim, albeit a civilized one. Braking was amazing thanks to the recalibrated ABS that is dialed in for more aggressive driving. Likewise, the traction control system was tuned to be less intrusive.

As for overall handling feel, we give it a solid "A." The steering is weighted nicely, and the KR turns in with great accuracy. Oversteer/understeer balance was neutral, and the back of the car followed directly with no wallowing in the rear, a common characteristic in most Mustangs. Where the GT500 (and most stock Mustangs) wanders or floats a little before taking a set, the KR plants firmly in one, smooth fashion. At highway or race speeds, the car is predictable and stays well-glued. This gives the driver great confidence and allows for "achieving maximum," as those F1 drivers like to say. Most amazing of all, Ford engineers accomplished this fine level of handling without sacrificing driveability, as the KR, while firmer than some other Mustangs, was smooth and compliant in everyday traffic.

While it's a capable corner carver, we wanted to know if the KR was a capable quarter-miler. Point blank-it is! In fact, it's the quickest and fastest factory Mustang we've ever tested.

Back at our home track (Raceway Park in Englishtown, New Jersey), we flogged a Colorado Red-with-silver-striped monster, and what fun it was. Our tester tipped the scale at 4,006 pounds with driver, and we clocked a series of low-12s. Refining our driving technique paid off in spades as the scoreboard displayed our best e.t. of 11.92 at 120 mph.

This marked the first time a bone-stock Ford Mustang dipped in the 11s, putting it in Viper and Z06 territory. No doubt the performance came from the combination of 540 ponies, special Goodyear tires, Earth-rotating torque, and 3.73 gears.

In fact, the KR was fairly easy to launch. On the 11.92, we revved the engine to 2,400 rpm, smoothly let out the clutch, and applied full power. Massive spin came only when we attempted to powershift Second gear, which led us to granny-shifting the one-two gear exchange on just about every run.

Not totally satisfied, we swapped the Goodyears for Mickey Thompson ET Street rubber. The street slicks were just what the doctor ordered, as we dropped from a 1.90 60-foot time to a 1.77, and in the process clicked off a best of 11.58 at 122 mph. Two more attempts resulted in an 11.63 and 11.59, both over 121 mph. Needless to say, we were impressed. Had we tossed on some skinnies, yanked the front antiroll bar, and removed a little weight, 11.30s would be possible. Just add boost, a tune, and headers, and you have a mid-10-second player. It sure is good to be the king.