2009 Motor Trend Sport/Utility of the Year Contender: Ford Flex
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The 2009 Ford Flex evokes various heydays of Ford wagons for our seasoned editors. It makes exec editor Matt Stone think of his friend's 1947 Woody. The concept version of the Flex was named Fairlane -- the 1957 and 1958 Fairlane sedans were the basis for the first Country Squires. Whatever year you think of, the Flex makes Ford wagons cool again and does so without reverting to retro styling.
The Flex's third-row seat is rated for two passengers, and it's available in six- (with optional refrigerator between the split second row) and seven-passenger variants. Other notable options include Microsoft Sync and a big panorama roof. The third row is more comfortable for adults than the Chevy Traverse's three-passenger rear seat. Sharing its Volvo-based platform with a variety of Fords, including Taurus X, Flex's dimensions are similar to the Chevy's, with a lower h-point. The driver can set his seat low, making it feel like a station wagon, or high, for that much desired SUV-command view of the road. It's by no means an off-roader, yet it handled our off-road section with ease.
With its soft suspension, deliberate steering, and big flat expanse of hood ahead of the driver, the Flex doesn't inspire spirited driving, which helps explain its better fuel economy versus other contenders on our test loop. The V-6/six-speed automatic combo is smooth with adequate power, although the transmission offers no upshift-downshift options for family vacations across the Rockies. Those who fondly remember late-1960s Country Squires with 429 V-8 options will appreciate the coming 3.5L EcoBoost making about 325 hp.
Our Model T: The next Ford Focus should be all the car most people need
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Detroit's three behave the way they always have. It doesn't matter that General Motors is a completely different company than it was 20, let alone 100, years ago. It still needs to feed and keep more divisions than anyone else. Chrysler bounces from feast to famine as easily as it bounces among different owners. Ford Motor Company has this habit of hatching successes, then letting them go to seed.
It held on to the Model T way past its due date, then stopped production to retool for the Model A. It was struggling to stay in business after World War II when it launched the '49 Ford lineup, a car that single-handedly saved the company. Its 1986 Taurus was an avant-garde success, but by 1990 it was a rental queen and remained so for the next 18 years. Think of the first U.S. Escort, the first U.S. Focus, the Lincoln LS.
The Fiesta, which reaches the U.S. market at least a year-and-a-half after its European launch, is Ford's promise to put that habit to rest. The plan is to revitalize the company with mostly European designs, mostly cars (and car-based crossovers). And with slick, well-appointed and fuel-efficient small cars, Ford is attempting to reinvent the Model T.
Our modern T is not the Tata Nano, nor the production versions of the Volkswagen Up! concept, but the next Ford Focus. Like the new Fiesta (and the 1908-'27 T), Ford will build it worldwide with very little variation. Its platform will carry the "top hat" of various other models. The Model T was available as a touring car; a closed sedan, a roadster, a pickup truck, a van and just about any other light-duty body style available back then. The Focus is already the basis for the C-Max MPV, Kuga crossover and a Pininfarina-built folding hardtop convertible. Here's what Ford plans to do to make this work:
At least three variants for the U.S.: This includes Kuga, replacing the Escape and possibly taking its name, a Mercury-badged dedicated coupe, and even a Lincoln. Marketing and communications veep Jim Farley says the Lincoln will not be a Kuga-based crossover, but a small car designed to grab some "white space" in the industry. While a well-appointed Lincoln C-segment sedan with the '41 Continental nose could work well, I can't help thinking of the Cadillac Cimarron. I trust Ford designers and engineers are working to avoid paying homage to that early '80s car.
Kinetic design for midsize and small Ford division cars: Fiesta, Focus, Fusion (see Mondeo) and their variants, including crossovers, will wear Martin Smith's popular and critically acclaimed Kinetic Design language. Like the Fiesta, the Focus will be sold in the U.S. as both a four-door sedan and a four-door hatchback. The 2010 Taurus will be the Kinetic Design "bridge car" to traditional American design. Peter Horbury's staff remains in charge of cars and trucks that don't see the light of day outside of North America: Mustang, new unibody Explorer, Flex, F-Series, and Mercurys and Lincolns including those based on the global B-, C-, C/D- and D-segment platforms.
Focus and Fiesta will transcend their size categories: Ford says consumers in a clinic guessed the new North American 2011 Focus four-door sedan's price at $25,300, and the four-door hatchback's at $23,000. Consumers pegged the Fiesta's perceived price at $22,100. Both were guessed to be higher than Toyota and Honda competition. Warning: GM until recently was known for paying too much attention to clinics.
The V-8, as we know it, is dead: Late last year at a presentation of Ford's coming EcoBoost gas direct-injection, turbocharged engine technology, I asked chief product guy Derrick Kuzak whether the V-8 was dead. "I don't know," he replied, then went on to essentially say it was. Last week in Europe for the global Fiesta launch, I raised the issue with marketing chief Jim Farley. He agreed that while the V-8 engine still has a place in big trucks and high-performance Mustangs, for the mainstream market, it is, in effect, dead. Here's one Ford constant that's going away by necessity. Since the days of Clyde Barrow, the V-8 Ford has been the icon of luxury car performance at a middle-class price.
Successful Ford models won't be neglected: Ford says mainstream models like the Focus and Fiesta will go no more than 3 1/2 years between substantial redesigns. By this, I assume Ford means what are called "major-minor" facelifts on cars like the Focus and Fiesta, and would be similar to Toyota and Honda product cycles, which now go about five years between complete redesigns.
Like the Model T, the next Focus should be all the car most people need. Unlike the Model T's lifespan, we won't see it march into the 2030 model year virtually unchanged. If Ford makes it to calendar 2010 and then sticks to this plan, it has a better chance for sustained success than in its first 105 years.
Sounds kinda dirty, the Ford Flex Woody
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DETROIT - The Specialty Equipment Market Association (SEMA) won't like this, but I've never been a big fan of aftermarket accessories. At least, not on my own cars. I find them highly amusing on other people's rides, though. Chrysler 300 with Bentley grille, landau vinyl roof, and wide whites? Funny stuff. Monster truck suspension on a Toyota Tacoma? Highly amusing. Cadillac CTS with a diamond in the back, sunroof top, diggin' the scene with a gangsta lean? Great eye candy.
So it's with this appreciation of the aftermarket-accessory designer who thinks he can do better than the highly trained, highly paid automobile stylist that I bring you the latest road monstrosity, this one from a Metro Detroit Ford dealer: the Flex Woody. Not since the K-Car Chrysler LeBaron Town & Country convertible has a pile of lumberlike plastic transformed a new car as much as this.
Details? Can't say how much for the after-treatment -- there was no add-on sticker to accompany the Monroney. Truth is, I was a bit worried about what kind of salesman might come outside and try to sell me this thing as I studied the sticker. This much is evident: It's a base-model Ford Flex, with rather snazzy houndstooth cloth seats. MSRP was $29,050, a real stripper save for the fake bark, which I'm sure pushes the crossover into the lower $30s. What with dealers desperate for car sales, you can probably get the sales manager to throw in the "wood" for free. The dealer, Huntington Ford, advertises itself as a "Ford Factory Outlet," which could apply to any domestic dealer in this area. Most people in these parts walk into local dealers with a predetermined discount, because they work for Ford, GM, or Chrysler or know someone who does, and there's no need for haggling.
Anyway, photo credit goes to Frank Markus, who had his camera with him when I spotted this homage to the Golden Age of Country Squiring.
So the questions of the day are, what's your favorite aftermarket treatment? And what kind of SEMA treatment would you like to see on a new model?
Ford EcoBoost V-6: The Right V-8 Alternative?
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At the media launch program for the Lincoln MKS, there was a lot of talk about the EcoBoost-powered version that will come to market in a bit over a year. Most luxury models in this size category -- E-Class, Infiniti M, Lexus GS -- are offered with a base V-6 and an up-trim V-8.
Lincoln could have gone this route with the MKS, as it shares its lacy underthings with the Volvo S80, among others. That model is available with a wonderful Yamaha-sourced V-8 that spools out 311 hp, and does so with smoothness, good sounds, and competitive fuel economy. Instead, Ford went another direction for the top-drawer MKS, that being its new EcoBoost engine philosophy; in this application, a twin-turbocharged, direct-injected 3.5L V-6 the company believes will produce equal or better performance than a comparable V-8, with improved fuel economy and emissions, too. But it's fair to ask if that's the right call.
People pop for the V-8 versions of luxury cars for reasons other than the simple need to move the machine; nearly everyone's six has more than adequate power for that. Carmakers usually offer the best options and highest equipment levels only on the V-8 model. V-8s (generally) have more torque than the smaller sixes. They usually sound richer and silkier. And there's just the notion of "more is better" which, like it or not, drives a lot of purchases. Otherwise, there wouldn't be V-10s and 12s.
Please be clear: I have no agenda or preconceived notion here. I have not driven a production EcoBoosted MKS, so I don't know how it will perform in comparison with those lusty V-8s offered by BMW, Infiniti, and the others. We don't know what the powertrain's final EPA numbers are yet, either. One Ford powertrain engineer opined to me that EcoBoost will likely deliver one to perhaps two miles per gallon more than a comparable V-8 on the EPA combined cycle. Is that enough to sway car buyers, who are spending $50,000-$60,000 or more on a midsize to upper-midsize luxury sedan and like the feel and performance of a big, torquey, burbling V-8? Me not sure.
One thing is for certain: the new engine's got numbers. It'll be rated at approximately 340 hp in the Lincoln, and inside comments indicate it has a super-wide, flat torque curve. It'll be going places, too: We know it will appear in the Ford Flex crossover, which seems like an ideal pairing, and it would please us a bunch if it becomes the foundation of a reborn Taurus SHO.
This engine technology isn't cheap to develop, although it sets up Ford to handle emissions and fuel-economy issues going forward. But it's also complicated: two turbos, and all of the plumbing and electronics necessary to manage them. The most elegant engineering solution is so often the least complicated one, not the most. It all comes under the category of wait and see. We'll let you know more when we've driven an EcoBoost-powered MKS or Flex, and at that point, some of these questions will be answered.
In the meantime, what do you think? Is this the right direction for Ford to be taking and be really ahead of the curve in a changed world? Or will luxury buyers say "why should I pay more for that?" and choose one of the current, V-8-powered players?
Smart Intersections: A solution to dumb drivers?
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We've covered the idea of cars talking to each other and to the roadside infrastructure before, back when GM pitched us the idea in February 2006. But those so-called vehicle-to-vehicle networks don't become really useful until thousands of vehicles are equipped with the two-way communicators. Ford reckons that so-called "Smart Intersections" might be able to start whittling away at the accident-related injuries that currently occur in intersections, as well as the estimated three billion gallons of gas we waste in congestion related to intersection accidents.
Research indicates that 40 percent of all traffic accidents and 20 percent of crash-related fatalities occur in intersections today. It's unknown just how many of those are attributable to driver distraction, but whatever that statistic, it's bound to be increasing. Ford and a consortium involving GM, Daimler AG, Honda, and Toyota believe electronics can serve as "a vigilant passenger" to help warn a distracted or generally inattentive driver of impending danger.
The Smart Intersections initiative envisions a black box equipped with a 5.9 GHz (WiFi type) Dedicated Short Range Communications (DSRC) radio transmitter, a GPS unit (many newer intersections already use GPS for signal-timing purposes), a high-definition map of the local area, and a Siemens controller. As a vehicle equipped with this DSRC hardware approaches such an intersection, it downloads the high-res map so the car can interpret exactly which lane it is in (typical nav systems can't do this), and info about what color the light is and when the next change will occur.
If the vehicle is approaching a red light too quickly to stop, or approaching an impending yellow at a speed that might pose a problem stopping, a bright-red warning light on the dash and/or voice command draw the driver's attention to the windshield, thereby (it's hoped) preventing an accident. The map data downloaded also can include high-res maps to enable warning of stop-sign intersections, too (these intersections would generally be "dumb" otherwise).
Cost is said to represent only a modest upgrade from a current state-of-the-art electronically controlled intersection and to represent a savings relative to the installation and maintenance costs of traffic-sensor loops and optical traffic recognition gear, but those may still be needed until a critical mass of cars is equipped. The vehicle only needs another antenna that can likely be integrated with other on-board antennas, and some signal conditioning gear. Ford envisions fully upgradable units that can incorporate future vehicle-to-vehicle warnings that promise to prevent crashes outside of intersections as well. Ford also envisions kits to retrofit some older cars with nav systems to recognize smart intersections as well. We say, the sooner the better!
What the heck is a Terlingua?
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This Texas tongue-twister-of-a-word stands for many things.
Terlingua is a smallish town lost somewhere in the vastness of West Texas. It was the name of one of Carroll Shelby’s racing teams (see archival photo of racing writer Jerry Titus at Riverside, 1968), which competed in the Trans-Am series in the late 1960s. But most of all, in the automotive sense, Terlingua is a state of mind that equates to fun, fast cars, a paint color known as Gawdawful Yellow (pronounced “yellah”), a world-famous chili cook-off, and a little old-fashioned hell raisin’. One of Carroll Shelby’s longtime stablemates, racer and gifted painter/graphic artist Bill Neale created the fire-breathing rabbit logo that identifies the Terlingua Racing Team. Shelby himself holds the not-so-official title of social director. In addition to all this, Terlingua has a new meaning, now signifying an upcoming roster of V-6-powered, S-197-platformed Shelby Mustangs.
Why a V-6 Shelby? Simple: “We want to make the Shelby brand accessible to a wider variety of enthusiasts,” says Amy Boylan, president and CEO of Shelby Automobiles. “Younger buyers, first-time Shelby intenders, anyone on a budget that can’t afford our V-8-powered models.”
The preliminary specs are outlined below, but in concept, it’s the Shelby GT treatment applied to a Mustang V-6. There are two versions, naturally aspirated and supercharged. I drove prototype examples of both during a recent visit to Shelby’s HQ and the Las Vegas Motor Speedway. The nat-asp Terlingua is SO much more fun than the droning, rental-spec V-6er. The exhaust has a nice rasp to it, acceleration is sharper than stock, and the Ford Racing handling package, lowered ride height, and 18-in. rolling stock do wonders for the handling.
The supercharged version really scoots and will leave a stock Mustang GT for dead. Somehow, the blower smoothes out the engine even at high revs; I was pleasantly surprised at its sophisticated feel. Running 20-in. rolling stock, the handling is sharper yet, although it comes with some ride penalty. The biggest improvement? Those six-piston Shelby/Baer brakes. Fade? Fuhgetaboutit. As noted, both of these cars are development pieces, so final calibration is ongoing.
Let’s talk bucks. The base model seems a reasonable value; it’ll be the least expensive new Shelby Mustang you can buy. In my opinion, the supercharged version will face a challenge. At 19 grand above a base V-6, you’re well into Shelby GT territory, and it’s not a huge stretch at that point to go for a supercharged Shelby GT that cranks out 450-plus hp. And there are many Mustang aftermarket component alternatives that will deliver more performance for less bread. Somebody will have to really want the blown Terlingua, if for no other reason than to have something different.
The most financially advantageous scenario may be the semi-secret one: Besides simply selling you a new one, Shelby will perform either Terlingua conversion on an existing (translation: used) V-6 Mustang, including the proverbial ID plate with a Shelby serial number. 2005-06 Mustang V-6s are pretty reasonable in the used-car marketplace nowadays, and most are ready for new tires and shocks -- all stuff that gets changed in the conversion. Find a clean three-year-old V-6 five-speed coupe, pop for the conversion, and you’ve got a serial-numbered Shelby Mustang for the cost of a used Camry.
What do you think about the notion of an entry-level Shelby Mustang? Is this a car that interests you, or would you instead shop for affordable performance at the Honda or Mitsubishi store? Shelby Automobiles begins Terlingua production soon, and we’ll report back after we’ve had the chance to attach our timing gear to customer-spec examples. In the mean time, please pass the chili.
Preliminary Shelby Terlingua Mustang specifications, per Shelby Automobiles (www.shelbyautos.com)
Base Level (222HP):
EXTERIOR:
• Matte black Shelby fiberglass deep-draw hood (“Gawdawful” yellow available for black cars)
• Terlingua 1860 hood pin kit
• Terlingua stripe kit -- flat black (“Gawdawful” yellow available for black cars)
• Mustang GT rear fascia
• Rear decklid cover
• Terlingua shield emblem on rear decklid
INTERIOR:
• Terlingua Racing door sill plates
• Shelby floormat emblems
• Terlingua rabbit billet shift knob
• Terlingua Racing dash plaque
• Engine plaque
• Terlingua key chain
PERFORMANCE:
• Ford Racing V-6 power pack
• Dual Shelby GT-style exhaust
• CAI with performance tune on the ECU
• Hurst short throw shifter
• Ford Racing performance handling pack
• Bullitt-style strut-tower brace
• 18-in. Ford Bullitt-style wheels
• 235/50/18 Tires
OPTIONAL:
• Ford V-6-style rear spoiler (in case base car comes without)
• Ford Pony grille w/foglights
• Terlingua Racing sticker kit
MSRP for Base level package: $8995.00
Performance Level (310-350HP):
EXTERIOR:
• Matte black Shelby fiber-glass deep-draw hood (“Gawdawful” yellow available for black cars)
• Shelby front fascia
• Shelby black mesh grille w/billet Terlingua rabbit emblem
• Terlingua 1860 hood pin kit
• Terlingua stripe kit – flat black (“Gawdawful” yellow available for black cars)
• Shelby GT rear fascia w/exhaust hole cover inserts
• Rear decklid cover
• Terlingua shield emblem on rear decklid
• Side scoops
• Black quarter window covers with aluminum rivets
• Sequential taillights
• Hub cap centers
• Running board heat shields
• Racing fuel door cover w/Terlingua Racing shield
INTERIOR:
• Terlingua Racing door sill plates
• Shelby floormat emblems
• Terlingua rabbit billet shift knob
• Terlingua Racing dash plaque
• Engine plaque
• Terlingua key chain
• Interior quarter window block off plate
• Ford GT-style racing start button
• Shelby gauge pod w/boost gauge
• Terlingua engine cap kit
• Terlingua racing pedal cover kit
Delaying the 2009 F-150 is big for Ford
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This is a huge announcement. Ford said late Friday that it would delay introduction of the 2009 Ford F-150 line by about two months, to late fall. The reason is obvious -- dealers have to clear their lots of the current F-150 before they compete with themselves with the new Ford truck. Suburban cowboys have evacuated themselves from the fancy pickup market, and the core buyers -- construction workers and the like -- have little work, and no reason to trade in their old trucks.
A few days ago, I wrote about Chrysler's Bob Nardelli warning his employees that the U.S. automotive market in 2008 is turning out to be far worse than even his pessimistic, earlier predictions. At this rate, I suggested, it's becoming hard to imagine that all three, General Motors, Ford Motor and Chrysler will be around to sell cars and trucks by the middle of the next decade.
Chrysler has reiterated Cerberus' commitment to making that newly privatized automaker remain viable. Meanwhile, Ford has Kirk Kerkorian's Tracinda breathing down its neck. So now I'm suggesting it's Ford that's in the most trouble? Not necessarily. The point is that Ford's announcement points out how all three are up to their eyeballs in new product vs. a crappy economy and have to quickly shift from truck and SUV production to small-car production. Imports selling here aren't having a good time of it, either.
Ford now expects the total U.S. market to be between 14.7- and 15.2-million cars and trucks in 2008, down from an earlier prediction of 15.0- to 15.4-million cars and trucks. It plans to produce 475,000 in the third quarter, down about 50,000 from previous projections and 25-percent fewer units than in the third-quarter '07. Its plans for 550,000 to 590,000 in the fourth quarter, which will include full production of the new truck, is 40,000 fewer than earlier projections. It will cut production mostly at truck and SUV factories. A Mexican plant that now makes trucks will ramp down production late this year in anticipation of a switch to Fiesta production there in 2010.
Ford says 2008 financial results will be worse than 2007's $2.7-billion loss, with more cash flow than expected (switching production from trucks to cars costs money). Unless the market improves, Ford says, it will not break even by '09.
Defenders say the Detroit Three's sudden switch this year from trucks to cars was planned, that GM, Ford and Chrysler anticipated the changing market at least a couple of years ago. It's true that it would take any automaker about that long to make such changes. But the quickly deflating market and the quick run-up in gasoline prices has, indeed, caught them off-guard (same for Toyota, which is stuck trying to sell its shiny new, costly Tundra).
In any semi-normal year, Ford would have tried to move up introduction of a new truck. Even when consumers switch from trucks to cars, a new model as important as the F-150 would otherwise guarantee a bump in sales. The writing is on the wall: even good design and innovation won't help the new F-150 this year.
A night with Dan Gurney and his signature Saleen Mustang
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A legend needs no special introduction, but that doesn’t stop Dan Gurney from making one.
Gurney rumbles into a parking lot littered with modified Mustangs in a special version of his own. While its short rear spoiler, unique “stinger” hood, white graphics, and charcoal gray wheels hint at the Trans-Am Mustangs of the late 60s and early 70s, it’s the No. 2 decals on each door that seal the deal.
Created in partnership with Saleen, the Gurney Signature Edition Mustang, much like the Parnelli Jones/Saleen machine released last year, is another in a long line of special-edition ponycars -- some may say too long. But with Gurney’s racing heritage literally dripping off the bodywork, Saleen hopes its latest tribute to a Mustang racing icon sticks out of the herd.
To celebrate the official launch of the Gurney Mustang -- first unveiled at the New York auto show earlier this year -- Saleen recently held a launch party at Galpin Ford in Van Nuys, California.
Dozens of fans arrived in a variety of Detroit muscle to show their support for the new-generation All American Racer. From late-’60s Mustangs to a Ford GT and even one AAR 'Cuda, there was a plethora of eye candy on hand to compete with the six Gurney models on the lot, as well as the S5S Raptor concept car set behind velvet rope in the showroom.
Galpin Auto Sports, known for its antics on MTV’s “Pimp My Ride,” strutted its stuff. Tommy Kendall, host of Speed’s “Test Drive” and former Trans-Am racer, also made an appearance.
Gurney greeted a few old friends and shared stories of his racing days, including tales of the old Watkins Glen track, where racers literally jumped their cars over railroad tracks at ridiculous speeds. He also spoke of his desire with his signature Mustang, saying “it would be nice if it were a little better than Parnelli’s.”
He’s referring to rival Parnelli Jones’ Mustang that also was produced by Saleen in 2007. That car, which MT tested last year, came with a rated 400 horsepower under the hood and rang in at $61,565. Senior editor Ron Kiino came away impressed, saying it was “as sublime as Mustangs come, providing ample power be it for cruising or tailout shenanigans along with a well-compromised ride that coddles without being too pillowy.”
Gurney’s goal? Be faster and cheaper than the Parnelli car. Oh, and pay homage to Trans-Am. So far, it looks like he and Saleen have done it.
The legendary racer has a well-worn reputation for tinkering with cars until they’re “perfect,” and his experience developing his signature ‘Stang is no exception. According to Marques McCammon, general manager of Saleen, Gurney constantly gave lists of items to improve even after the car went into production.
Derk Hartland, chassis and body engineering manager at Saleen, adds, “Dan is really picky. If it was his choice, we’d still be working on it.” During development, Saleen set up an autocross course for Gurney to test the car on. Hartland remembers the experience, “We couldn’t get him out of the car.” After exiting, Gurney enthused, “This is just fantastic!”
Development took about a year and 10 different packaging variations, according to Saleen staff. Gurney paid particular attention to the suspension, initially disliking the harshness of the original ride. His special-edition utilizes adjusted anti-roll bars, springs, and struts, as well as a Watts-link.
The car rests on Saleen’s modern interpretation of the original Torq Thrust wheels, 19x9.0-in. front and 19x10-in. rear. They’re wrapped in Pirelli Corsas, which can be found on the Ferrari F430 and Lamborghini Gallardo. Gurney praised the grip and forgiving nature of the tires.
On the exterior, the Mustang gets the full decal and bodywork treatment, and only three colors are available -- red, white, and blue -- to signify the All-American Racer in Gurney.
Notably absent is the trademark Gurney flap. While those with Saleen wouldn’t comment, Gurney freely adds, “I wanted too much.”
Also lacking was a version of the 302-cu-in. V-8 that powered his Trans-Am racers. As explained by Saleen staff, a naturally aspirated 302 would’ve been slower than the Parnelli and a supercharged version would’ve been more expensive. So instead, the Gurney Edition gets a supercharged 281-cu-in. V-8. Power shouldn’t be an issue, as Saleen says the engine is rated at 465 hp and 425 lb-ft of torque, resulting in a claimed 0-to-60 time of 4.2 sec. Although the Saleen team was tight-lipped about future products, don’t be surprised to see a 302 variant sometime in the future.
The Gurney Edition starts at $59,999, and with an EPA rating of 14 mpg city/20 mpg highway, a few might think twice before taking the plunge. But with a run of only 300 units, expect the die-hard fans to snatch them up. The Saleen team says more than 70 are already spoken for. And according to Thomas Ryan, vice president of sales, Saleen customers don’t ask about fuel economy anyway.
We can’t wait to get our hands on Gurney’s version. And at 65 hp and 35 lb-ft more than the Parnelli car, a classic rivalry might be brewing in a modern form. Keep an eye out; a comparison test of Saleens and race-car legends could be in the future.
