Steve Turner
Former Editor, 5.0 Mustang & Super Fords
July 9, 2010
Photos By: Dale Amy

Also unexpected upon motoring away in our '91 was how light and torquey the old 5.0 feels. The Coyote-powered '11 certainly makes more peak torque, but at a higher rpm than the 302. Plus, the new car is around 500 pounds heavier. The result is our Fox tractored away from stoplights and grunted around surface streets in Third and Fourth gears without any revving. The new car needs more rpm to do the same thing, leaving the old 5.0 feeling distinctly lighter and snappier-at least at first.

Turn the steering wheel and the old Fox continues to feel light-and clumsy-on it's tires. There's an inherent responsiveness in the older, less-massive car, but it's near-instantly overcome by its goose-loose chassis and hopeless rear suspension geometry. Pushed harder, the new car rewards. Driven the same, the Fox doesn't so much give up as disassemble itself from a handling standpoint. Absolutely no contest there.

And quiet ... the new car is a library to the Foxes' cacophony of thunks, rattles, and tornado-in-a-tin-shed acoustics. Nearly as painful is the Foxes' cramped seating. "People were smaller then" goes the saying, and we hope that's true as the Fox offers larger drivers iron-maiden-tight comfort compared to the plush newcomer.

A toss-up is the exhaust note. The new car elicits a glorious V-8 tear when provoked; our aftermarket piped Fox is more like a high school garage band, making up in volume what it lacks in science lab refinement. We like elements of both exhausts.

Ultimately the Fox 5.0 is far more direct-dare we say, more honest-than the new car. Modern Mustang pilots go fast, corner as if in a centrifuge, and brake hard enough to dislocate an eyeball, but are more disconnected and aloof from the experience. And wouldn't I love to have one!-Tom Wilson

On The Dyno
The Internet was abuzz with the first reports of dyno numbers from '11 5.0 Mustangs, but there was some controversy about the gear choice. Some ran it in the traditional Fourth gear, while others opted for Fifth as it's the more ideal 1:1 ratio for the chassis dyno. To see if there is much difference, we bolted the car to Extreme Automotive's Dynapack chassis dyno and tested it in both gears. As you can see, the new 5.0 Mustang impresses in any gear, but the numbers are obviously a bit higher if you test it in Fourth.

4th Gear5th GearDifference
RPMHPTQRPMHPTQHPTQ
1,50168.33229.801,51372.63241.914.3112.10
2,01490.49226.782,03391.69227.401.200.62
2,498120.94244.342,510126.61254.385.6710.03
3,004164.05275.593,021168.54281.414.495.82
3,515202.41290.603,511207.66298.325.257.72
4,000249.43314.724,006253.71319.414.274.68
4,495288.80324.214,503299.94335.9611.1511.75
5,038342.53343.095,016331.82333.65-10.72-9.45
5,521354.88324.395,519353.89323.40-0.99-0.99
6,014372.13312.326,029361.91302.74-10.22-9.57
6,528378.67292.786,512366.33283.71-12.33-9.06
6,698381.84287.726,700366.75276.07-15.09-11.65

5.0 Tech Specs

Engine and Drivetrain
Block
  • Aluminum modular V-8
Bore
  • 92.2mm (3.63-in)
Stroke
  • 92.7mm (3.65-in)
Displacement
  • 4,957cc (302ci)
Crankshaft
  • Forged steel, fully counterweighted, induction-hardened
Rods
  • Forged steel
Pistons
  • Cast aluminum
Compression Ratio
  • 11.0:1
Camshafts
  • Duration: 260 degrees intake, 263 degrees exhaust
  • Lift: 12mm (0.472-in) intake, 11mm (0.432-inch) exhaust
  • TiVCT Range: 50 degrees for both intake and exhaust
Heads
  • Four-Valve aluminum
Intake
  • Composite shell-welded with runner pack
Throttle Body
  • 80mm
Mass Air
  • 86mm digital
Fuel System
  • Sequential mechanical returnless with 32.8-lb/hr injectors
Exhaust
  • Short-tube S44100 stainless steel Tri-Y tubular headers w/2.75-inch stainless pipes, resonators, and reduced-backpressure mufflers
Transmissions
  • MT82 six-speed manual or 6R80 six-speed automatic
Rearend
  • 8.8 w/limited-slip differential and 3.31 gears (3.15 automatic)
  • Optional: 3.55 and 3.73 gears

Electronics
Engine Management

  • Copperhead
Ignition
  • Coil-on plug

Chassis and Suspension

Front Suspension
  • Reverse-L independent MacPherson strut, 34.6mm tubular stabilizer bar
Brakes
  • 336 (13.2-in) x 36mm vented discs, twin-piston 43mm floating aluminum calipers
  • Optional: 14-inch Brembo vented rotors with Brembo four-piston calipers
Wheels
  • Standard: 18x8.0-inch wide-spoke painted-aluminum wheels
  • Optional:
    • 19x8.5-inch machined-face with painted-spoke aluminum wheels
    • 18x8.0-inch Sterling Gray Metallic painted-aluminum wheels (MCA Edition)
    • 19x8.5-inch machined-face with Argent painted-aluminum wheels (GT/CS)
    • 19x9.0-inch dark-stainless Premium painted-aluminum wheels (Brembo)
Tires
  • P235/50ZR18 A/S Pirelli PZero Nero
  • Optional:
    • P245/45ZR19 A/S Pirelli PZero Nero
    • P255/40R19 Pirelli PZero Summer-Only (coupe)
    • P255/40ZR19 Goodyear F1 Supercar (convertible)

Rear Suspension

  • Three-link solid (limited-slip) axle with coil springs, Panhard rod, 24mm solid stabilizer bar
Brakes
  • 300 (11.8-in) x 19mm vented discs, single-piston 43mm floating iron calipers
  • Optional: 11.8-inch vented rotors with two-piston calipers
Wheels
  • Standard: 18x8.0-inch wide-spoke painted-aluminum wheels
  • Optional:
    • 19x8.5-inch machined-face with painted-spoke aluminum wheels
    • 18x8.0-inch Sterling Gray Metallic painted-aluminum wheels (MCA Edition)
    • 19x8.5-inch machined-face with Argent painted-aluminum wheels (GT/CS)
    • 19x9.0-inch dark-stainless Premium painted-aluminum wheels (Brembo)
Tires
  • P235/50ZR18 A/S Pirelli PZero Nero
  • Optional:
    • P245/45ZR19 A/S Pirelli PZero Nero
    • P255/40R19 Pirelli PZero Summer-Only (coupe)
    • P255/40ZR19 Goodyear F1 Supercar (convertible)