Huw Evans
December 1, 2008
Photos By: Patrick Hill

Through The Turns
Temple does meddle with the factory suspension, but only a bit, installing slightly more aggressive springs and then tightening up the front end with a strut tower brace. As a result, the car rides well--no buckboard-like shake over bumps--but it's by no means a boat, either. Get into a quick corner (if you can find one) and it stays composed--it feels a lot like a Roush Stage 3, actually, a late-model Mustang of which this author is a huge fan. However, with smaller front tires than the Roush, the Series 1 has less of a tendency to tram on rough roads. Although nobody among our Southern lot was given a chance to go racing in the Series 1, yours truly felt that this car would do rather well on the road course. The Stage 3 Roush does, and similar personalities often share similar strengths. Those Subaru guys think they have it all figured out. Well, watch out, because the Mustang is coming. We've already eaten a few with a Stage 3 and I'm sure we could do it with one of these.

One option Temple does offer is a muffler delete package--the car comes with Bassani exhaust. While this does keep the catalytic converters, our verdict was that the sound was an acquired taste and not particularly to our liking, a bit coarse and rough, which we feel isn't quite in keeping with the Series 1's character. Maybe we're getting old, but unless it's a '60s Super Stock dragster or Trans Am car, mufflers sound better.

Given the plethora of tuner Mustangs out there, it can often be hard to find the package that's really right for you. From our perspective, it seems a lot of folks are simply trying to do too much and bolt on too much stuff, which can actually detract from the excitement of driving these cars. Luckily, Temple Performance hasn't done that. Yes, there are other cars that pull in bigger numbers, but at the end of the day, numbers are just numbers--it's the real world that counts. I, for one, would like to try this car on the track, as I think it has a lot of potential. In terms of daily driving, it's a good car with just the right amount of panache, individuality, and painted-on stripes.

First it was David, and then it was KITT. Now we need somebody to battle him because Goliath's back and he's now called the Legend X. It features much of the cosmetic upgrades of the other Legend cars but sports a Shelby GT500}-style front fascia and unique five-spoke wheels, staggered 20x9s on the front and 20x10s on the rear with sticky BFG tires. But it's the greasy bits that set this car apart. Under the scooped hood is a purpose-built modular V-8, stroked from 4.6 to a genuine 5.0 liters. Built by famed performance shop Livernois Motorsports in Dearborn Heights, Michigan, the engine boasts a forged steel crank and rods, forged alloy pistons, custom ported Three-Valve cylinder heads, dual high flow fuel pumps and a stout Kenne Bell 2.6L Twin Screw supercharger. It's a fearsome powerplant and needs a stout gearbox to handle it, so each Legend X gets a Tremec T-56 six-speed and dual-disc SPEC clutch. Power is said to be in the 650hp range. Comments from our lot on driving the thing revealed that it, indeed, was just dying to break loose and, in many respects, was a hooligan, the rear skins breaking loose at every opportunity. A four-point chrome-moly rollcage beefs up the chassis, and this car has Brembo four-piston front brakes with cooling ducts (probably just as well, because it's a bit of an animal). Temple claims it is track ready, but we think this car would be more fun at the dragstrip--a mile-long dragstrip. It has all the right ingredients to pack a serious punch; the question is, are you ready for it? Buy one of these, my friend, and you are going to have to walk the walk.

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