What are the difference in parts between GT500 and Mustang GT.
- Thread starter cobrakip
- Start date
this is a tough one to answer
Almost every part
but what are you trying to figure out?
Almost every part
but what are you trying to figure out?
Just about everything except the Unibody.
yup
i hate to sound like a dick but this is like asking what is the difference between the v6 and the gt:shrug:
I think u need to read up on the GT500... then familiarize yourself with the new 2011 GT. Then post more specific questions. For example: can the phb from a 07-10 fit my 2011 GT? just an example.
I make no claim to the accuracy of this, but here ya go:
2007 - 2009 General Features:
• Goodyear Eagle F1 Supercars.
• Unique 18" wheels
• Active Alarm system – standard
• No spare tire or jack - Onboard air compressor and fix-a-flat kit
• Wheel locks – standard
• Speedometer and Tach are swapped
• Boost gauge in place of the voltmeter
• Up-Shift indicator
• Performance Shift Indicator/audible alert
• Rear deck Spoiler, chin spoiler/splitter
• Rear diffuser under the bumper
• Leather covered steering wheel and parking brake handle
• Some unique interior items - seats, leather on some seating surfaces, etc. with premium interior package
• Unique SVT door sill plates
• strut tower brace
• Dual fuel pumps
• Engine oil cooler
• 5.4L engine uses 5W50 oil full-synthetic oil rather then 5W20
• Flat wiper blades
• 6-Speed Tremec T-6060
• Satin aluminum finished dash
• Unique exhaust system with X-pipe
• Unique aluminum hood with functional heat extractors
Engine:
• Shares bore, stroke, deck height, and bore spacing with the 5.4-liter Ford Triton truck engine.
• Camshafts from 2004 Cobra. (Navi intake and 99/01 exhaust).
• Eaton R122 supercharger delivers maximum boost of 8.5 psi.
• GT500 uses an 8-bolt crank vs. a 6-bolt crank for the GT.
• A larger capacity radiator and increased-capacity cooling system also are installed.
• GT500 has all-new low-profile intake manifold, which allows the engine to fit under the GT500's special air-extraction hood.
• Dual-bore electronic throttle body borrowed from Ford's 6.8-liter truck engine program.
• Larger radiator, increased-capacity cooling system and the exhaust manifolds are unique to this application.
• Cast-aluminum, four-valve cylinder heads, piston rings & bearings sourced from the Ford GT supercar. Developed specifically for supercharged applications, these high-performance heads use high-flow ports and specially calibrated dual-overhead camshafts to deliver optimum engine "breathing" along with surprisingly good fuel efficiency and emissions. Also borrowed for use in the GT500 are the Ford GT's proven piston rings and connecting rod bearings.
Rear Axle:
• Live Axle upgraded over GT with stronger differential case material.
• New differential side gears, and increased ring gear bolt torque.
• Final drive is 3:31, same as the GT with automatic transmission.
• GT500 uses carbon clutch packs in the Traction-Lok limited-slip differential.
• Larger Pinion Bearing
Suspension:
• Proprietary steering pump and torsion arm to bump up steering feedback.
• GT500 uses a different front lower control arm with increased strength ball joints.
• To dial-in even crisper steering response into an already rigid chassis, SVT added special shock-tower bracing and an additional structural "K-Member" (a brace that connects the rear lower arm bushings side to side) for track-capable performance.
• The GT500's suspension is lower than a Mustang GT's, and uses recalibrated front and rear shocks, upgraded front and rear stabilizer bars and revised spring rates.
• Key to the GT500's three-link architecture, according to Ford, is the Panhard rod that provides precise control over the rear axle. It's centrally located and fastened to the upper front end of the differential, while trailing arms are located near each end of the axle.
• Constant-rate coil springs and outboard shocks are also specially tuned for a controlled yet compliant ride. The shocks are located on the outside of the rear structural rails, near the wheels, reducing the lever effect of the axle and allowing a more precise and slightly softer tuning of the shock valves.
• The GT500 incorporates a separate upsized rear stabilizer bar to reduce body lean, adding to the sophisticated handling precision and performance.
• 18-by-9.5-inch wheels wrapped in massive rear tires measuring P285/40ZR18 and fronts measuring 255/45R18.
• Brembo front rotors are 14 inches in diameter,and clamped by four-piston aluminum calipers. In the back, GT500 utilizes the Mustang GT’s 11.8-inch vented two-piston caliper rear-disc setup with unique pad material.
• The SVT crew focused on retuning every bushing, damper calibration, bar size, and spring rate for this new assignment. What they achieved is commendable: a cornering limit boosted from the Mustang GT's 0.87 g to the GT500's world-class 0.95 g without trashing the ride or bombarding the cockpit with road noise.
• Key to the GT500's three-link rear architecture is the Panhard rod that provides precise control over the rear axle. A central torque control arm is fastened to the upper front end of the differential, while trailing arms are located near each end of the axle. The lightweight, tubular Panhard rod runs parallel to the axle and attaches at one end to the body and at the other to the axle. 24-mm solid stabilizer bar. SVT tuned rod bushings to handle the extra torque of the GT500 powertrain and firmly control the axle during hard cornering.
• Reverse-L independent MacPherson strut, 34-mm tubular stabilizer bar.
Body, Appearance & Interior Features:
• All 2007 Mustangs have reinforced bodies because of the GT500's extra power and torque.
• Selected panels are now thicker gauge steel, and extra welds have been placed on key seams and joints to improve rigidity.
• Unitized welded steel body; aluminum hood.
• A new front fascia, functional air splitter, larger grilles, hood-mounted air extractors, unique rear fascia and an integrated decklid spoiler are all designs cues that are pure Shelby.
• The interior is completely wrapped in ebony black leather, including the top of the dash, seat borders, door panels and center arm rest. Also wrapped in ebony leather are the shift lever, shift boot and parking-brake handle. Snake logos embroidered into the seat backs finish the package.
• The Shelby GT500 script and Cobra image are repeated on the steering wheel cap. Behind the wheel are titanium-faced gauges swapped in location so that the tachometer is dominant visually for the driver. The chrome accessories inside the cabin have been replaced with a satin aluminum finish, including the aluminum shift lever knob that is nicely positioned for quick, positive shifts of the six-speed transmission.
• Mini-perforated leather seat inserts cover the GT500's extra-supportive bucket seats for a soft, supple hide that breathes, making for a more comfortable ride.
• When the driver takes hold of the steering wheel, he or she will instantly know this is a car made for the serious car enthusiast in part due to the substantial size and feel that enhances driver control.
• The GT500 Premium trim package adds stitched leather covers for the top of the instrument panel, the armrests, and the center console, plus an electrochromatic rearview mirror and aluminum pedal covers.
• SVT-style, titanium-faced instruments and performance shifter keep driver connected. For visual contrast.
2007 - 2009 General Features:
• Goodyear Eagle F1 Supercars.
• Unique 18" wheels
• Active Alarm system – standard
• No spare tire or jack - Onboard air compressor and fix-a-flat kit
• Wheel locks – standard
• Speedometer and Tach are swapped
• Boost gauge in place of the voltmeter
• Up-Shift indicator
• Performance Shift Indicator/audible alert
• Rear deck Spoiler, chin spoiler/splitter
• Rear diffuser under the bumper
• Leather covered steering wheel and parking brake handle
• Some unique interior items - seats, leather on some seating surfaces, etc. with premium interior package
• Unique SVT door sill plates
• strut tower brace
• Dual fuel pumps
• Engine oil cooler
• 5.4L engine uses 5W50 oil full-synthetic oil rather then 5W20
• Flat wiper blades
• 6-Speed Tremec T-6060
• Satin aluminum finished dash
• Unique exhaust system with X-pipe
• Unique aluminum hood with functional heat extractors
Engine:
• Shares bore, stroke, deck height, and bore spacing with the 5.4-liter Ford Triton truck engine.
• Camshafts from 2004 Cobra. (Navi intake and 99/01 exhaust).
• Eaton R122 supercharger delivers maximum boost of 8.5 psi.
• GT500 uses an 8-bolt crank vs. a 6-bolt crank for the GT.
• A larger capacity radiator and increased-capacity cooling system also are installed.
• GT500 has all-new low-profile intake manifold, which allows the engine to fit under the GT500's special air-extraction hood.
• Dual-bore electronic throttle body borrowed from Ford's 6.8-liter truck engine program.
• Larger radiator, increased-capacity cooling system and the exhaust manifolds are unique to this application.
• Cast-aluminum, four-valve cylinder heads, piston rings & bearings sourced from the Ford GT supercar. Developed specifically for supercharged applications, these high-performance heads use high-flow ports and specially calibrated dual-overhead camshafts to deliver optimum engine "breathing" along with surprisingly good fuel efficiency and emissions. Also borrowed for use in the GT500 are the Ford GT's proven piston rings and connecting rod bearings.
Rear Axle:
• Live Axle upgraded over GT with stronger differential case material.
• New differential side gears, and increased ring gear bolt torque.
• Final drive is 3:31, same as the GT with automatic transmission.
• GT500 uses carbon clutch packs in the Traction-Lok limited-slip differential.
• Larger Pinion Bearing
Suspension:
• Proprietary steering pump and torsion arm to bump up steering feedback.
• GT500 uses a different front lower control arm with increased strength ball joints.
• To dial-in even crisper steering response into an already rigid chassis, SVT added special shock-tower bracing and an additional structural "K-Member" (a brace that connects the rear lower arm bushings side to side) for track-capable performance.
• The GT500's suspension is lower than a Mustang GT's, and uses recalibrated front and rear shocks, upgraded front and rear stabilizer bars and revised spring rates.
• Key to the GT500's three-link architecture, according to Ford, is the Panhard rod that provides precise control over the rear axle. It's centrally located and fastened to the upper front end of the differential, while trailing arms are located near each end of the axle.
• Constant-rate coil springs and outboard shocks are also specially tuned for a controlled yet compliant ride. The shocks are located on the outside of the rear structural rails, near the wheels, reducing the lever effect of the axle and allowing a more precise and slightly softer tuning of the shock valves.
• The GT500 incorporates a separate upsized rear stabilizer bar to reduce body lean, adding to the sophisticated handling precision and performance.
• 18-by-9.5-inch wheels wrapped in massive rear tires measuring P285/40ZR18 and fronts measuring 255/45R18.
• Brembo front rotors are 14 inches in diameter,and clamped by four-piston aluminum calipers. In the back, GT500 utilizes the Mustang GT’s 11.8-inch vented two-piston caliper rear-disc setup with unique pad material.
• The SVT crew focused on retuning every bushing, damper calibration, bar size, and spring rate for this new assignment. What they achieved is commendable: a cornering limit boosted from the Mustang GT's 0.87 g to the GT500's world-class 0.95 g without trashing the ride or bombarding the cockpit with road noise.
• Key to the GT500's three-link rear architecture is the Panhard rod that provides precise control over the rear axle. A central torque control arm is fastened to the upper front end of the differential, while trailing arms are located near each end of the axle. The lightweight, tubular Panhard rod runs parallel to the axle and attaches at one end to the body and at the other to the axle. 24-mm solid stabilizer bar. SVT tuned rod bushings to handle the extra torque of the GT500 powertrain and firmly control the axle during hard cornering.
• Reverse-L independent MacPherson strut, 34-mm tubular stabilizer bar.
Body, Appearance & Interior Features:
• All 2007 Mustangs have reinforced bodies because of the GT500's extra power and torque.
• Selected panels are now thicker gauge steel, and extra welds have been placed on key seams and joints to improve rigidity.
• Unitized welded steel body; aluminum hood.
• A new front fascia, functional air splitter, larger grilles, hood-mounted air extractors, unique rear fascia and an integrated decklid spoiler are all designs cues that are pure Shelby.
• The interior is completely wrapped in ebony black leather, including the top of the dash, seat borders, door panels and center arm rest. Also wrapped in ebony leather are the shift lever, shift boot and parking-brake handle. Snake logos embroidered into the seat backs finish the package.
• The Shelby GT500 script and Cobra image are repeated on the steering wheel cap. Behind the wheel are titanium-faced gauges swapped in location so that the tachometer is dominant visually for the driver. The chrome accessories inside the cabin have been replaced with a satin aluminum finish, including the aluminum shift lever knob that is nicely positioned for quick, positive shifts of the six-speed transmission.
• Mini-perforated leather seat inserts cover the GT500's extra-supportive bucket seats for a soft, supple hide that breathes, making for a more comfortable ride.
• When the driver takes hold of the steering wheel, he or she will instantly know this is a car made for the serious car enthusiast in part due to the substantial size and feel that enhances driver control.
• The GT500 Premium trim package adds stitched leather covers for the top of the instrument panel, the armrests, and the center console, plus an electrochromatic rearview mirror and aluminum pedal covers.
• SVT-style, titanium-faced instruments and performance shifter keep driver connected. For visual contrast.
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shaker, could you be a little more specific?
I know... what a dick. :lol:
New Edge:
1.) The difference between a v6 and a GT.
2.) The difference between a GT and a Bullitt.
3.) The difference between a Bullitt and a Mach 1.
4.) The difference between a Mach 1 and a Cobra.
Just look at any Mustang magazine and read.
oke'young one.
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This will help narrow it down and is much easier to follow.
Everything but the frame.
Everything but the frame.
Hey, would somebody mind posting the differences between the 04 Cobra and an 07-09 GT500?
Everything including the frame :lol1:
+100000:beer:
Maybe the lug nuts are also the same? ;-)
Actually the frame as well is different
Chuck, he said "INCLUDING" not excluding! :read:
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