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Old 03-17-2010, 01:00 AM   #1
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Cool C&D: 2010 Lingenfelter Camaro SS shootout with 2010 Roush Ford Mustang Stage 3

As featured on Homepage Blog.

2010 Lingenfelter Chevrolet Camaro SS vs. 2010 Roush Ford Mustang Stage 3 - Comparison Tests

Pony Excess: The Lingenfelter Camaro SS meets the Roush Mustang Stage 3.

March 2010

Even though the auto industry is sputtering—along with the rest of the economy—there remains a cadre of horsepower junkies who always want more than the factory has delivered. The recent arrivals of a resurrected Camaro and a new Mustang have stoked this group’s desire for more tire-obliterating thrust.

Lingenfelter Performance Engineering (LPE) exists to satisfy such primal cravings. LPE has built a Camaro SS with its $10,995 TVS2300 kit, essentially a Magnuson/Eaton supercharger with high-flow fuel injectors, a cold-air induction system, a voltage-boosted fuel pump, and a recalibrated engine-management system. Though the engine is internally unchanged, the system’s 9 psi of boost is good for 570 horsepower.

To put those extra 144 horses to the pavement, the LPE car gets a host of other upgrades, including 20-inch wheels shod with Nitto NT05 tires ($4415), a 3.70 rear axle with heavy-duty half-shafts ($3484), a dual-disc clutch from a ZR1 Corvette ($1860), and a stiffer Hotchkis suspension ($1710). Add to that a Corsa exhaust ($1750), big Brembo brakes ($7940), and various lesser upgrades, and the mods ($34,539) just about double the Camaro SS’s sticker price ($35,125) for a total of $69,664.
The Roush Mustang Stage 3 doesn’t bite into your wallet quite as hard, coming in at $61,255, which amounts to $28,510 of Roush Performance upgrades and the $31,845 price of a specific Roush-ordered Mustang GT. This lower price isn’t due to less content. In fact, the Roush engine has been reworked more extensively than the LPE V-8 because in order to achieve similar power (540 horses) from its much smaller V-8 (4.6 liters), its supercharger must blow harder—up to 15 psi. To ensure that the more highly pressurized engine doesn’t bust its gut, it gets lower-compression forged pistons, forged connecting rods, and a forged crank. The Roush Stage 3 also gets the expected upgrades to its clutch, suspension, exhaust system, and wheel-and-tire package, though only the front brakes are bigger.

In addition to the go-fast bits, however, the Roush Stage 3 package also includes appearance upgrades ranging from aero bodywork to Roush-emblazoned gauges, upholstery, floor mats, and shifter. There’s even a kit full of Roush-inscribed tools that drops down from the trunklid.
Though ostensibly similar mechanically, the two cars have very different personalities, which is as it should be in the realm of Camaro versus Mustang. We are not ranking them here as we do usually because that struck us as meaningless—if you’re a dedicated Chevy guy, nothing is going to convince you to go out and spend twice the money for a modified Mustang. Still, driving the two back-to-back was illuminating.

As quick as the stock Camaro SS is, the Lingenfelter-modified car is in a different league. Unless you’re on perfectly clean, dry, and warm pavement, full throttle in any of the lower gears produces instant wheelspin. On the cold, damp day of our road drive, full throttle would spin the rear tires even in fourth gear, in a perfectly straight line.
At the track, the LPE Camaro scorched the quarter-mile in 12.2 seconds at 120 mph—0.8 second and 9 mph quicker than the stock Camaro SS. The huge power boost exists at all speed ranges, with the LPE car 0.9 second quicker to 60 (3.9 seconds) and hitting 150 mph in 19.5 seconds—an interval at which the stock car is huffing and puffing to get past 133 mph.

Even in the Camaro’s tall sixth gear, the LPE version, helped by its shorter, 3.70 rear end, shaves about four seconds from the stock model’s 12-second 30-to-50 and 50-to-70 times. That’s the virtue of a supercharger, which boosts engine output across the rpm range, and the LPE implementation of the Magnuson/Eaton TVS2300 blower is flawless. The engine operates with all of the refinement and tractability of the naturally aspirated stock V-8.

We were equally satisfied with the LPE Camaro’s controls. The shifter, which has shorter throws, is precise and not unduly heavy. The dual-plate ZR1 clutch is just as smooth and linear. And the steering and brake feel are natural and make for effortless driving.

The Corsa exhaust sounds purposeful from outside the car, but inside it’s quiet, particularly when cruising on a highway. And the ride is also comfortable on smooth roads, though there’s a bit more vertical motion than in a stock Camaro.

Push the LPE Camaro on a bumpy back road, and the car is less happy. Under those conditions, the suspension never settles down and the car moves around at all times, both vertically and laterally, so you need to keep a firm hand on the steering wheel to stay in your lane. And if you’re hard on the gas, the LPE Camaro’s extraneous motions are amplified.

The upgraded suspension on this car did not include upgraded shock absorbers. We suspect that a set of shocks matched to the stiffer springs and anti-roll bars would help the car calm down on back roads. That said, this is a delightful machine in every other way, and if you love the new Camaro and want one with enough power to embarrass any legendary muscle-car species from the Sixties, you won’t go wrong with this LPE modification.

One needs to have a strong extroverted streak to drive this Mustang because people will notice the spoilers, the stripes, and the ubiquitous Roush labeling. But this Stage 3 Stang doesn’t put curb appeal before performance.

With 15 psi of boost generated by its supercharger, the highly modified 4.6-liter V-8 develops 540 horsepower, only 30 fewer than the Lingenfelter. As a result, it’s only a hair slower than the 143-pound-heavier Camaro in the usual sprints. Zero to 60 takes 4.2 seconds, and the quarter-mile is history in 12.4 seconds at 119 mph. Above 130 mph, however, the Roush falls behind the Lingenfelter, hitting 150 nearly four seconds later.

Still, in everyday driving, this Stage 3 Mustang is a burner, able to light up its rear tires at will and accompanying the forward thrust with a beautifully syncopated rumble from its exhaust system. That exhaust note is ever present; while it’s momentarily thrilling, hearing it all the way to the West Coast would be trying. Still, this Roush Mustang delivers as stirring a V-8 exhaust tone as we’ve ever heard, and it gives the car great character.
Another distinctive feature is the old-fashioned short-throw shifter. It reduces fore-and-aft motions, but side-to-side motions are also narrow and notchy. You won’t be moving the lever diagonally between gears—the shifter dictates distinct motions along two axes. Combined with a clutch that tends to finish its engagement a bit suddenly, this powertrain demands concentration.

The Roush chassis, on the other hand, is very well calibrated. Even though it lacks the independent rear suspension of the Camaro, the ride is smooth and settled, even on the bumpy back roads that confound the Lingenfelter car. The steering is precise and linear, and the brakes are plenty strong for hard street driving. In serious cornering, the seats also do their part, offering suede-like upholstery in the center and firm side bolsters that are tight enough to constrict drivers weighing north of 170 pounds.

We haven’t seen many aftermarket body kits that truly improve the looks of a car, but the Roush’s is an exception. The panels are beautifully made and perfectly fitted, the wheels are gorgeous, and the big white racing stripes enhance the car’s screaming-blue paint.

With its excellent performance, flamboyant style, and fantastic exhaust sound, the Roush Stage 3 delivers an experience that is even more special—and faster—than a production Shelby GT500's. With only a limited number produced each year, the Roush is well worth the 13-grand premium over the Shelby for those who crave domestic speed in a unique wrapper.
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Old 03-17-2010, 06:16 AM   #2

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They need the driver mod for those cars...Lol..

I ran 12.2 w/ just headers, CAI & a tune on stock pirelli`s...Same as the Lingenfelter...

They should have let me drive it...
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Bolt on best before blower 12.22@113.29 w/ nothing but ARH headers, catted x-pipe, ADM CAI and a tune on stock Pzero`s!

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Old 03-17-2010, 06:25 AM   #3
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I am glad I was born a Camaro lover, the back of that mustang looks like crap, Camaro is so much better looking car.
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Old 03-17-2010, 06:41 AM   #4

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Originally Posted by 2010 SSRS View Post
I am glad I was born a Camaro lover, the back of that mustang looks like crap, Camaro is so much better looking car.
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Old 03-17-2010, 07:46 AM   #5
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O.K. I'm bias but the mustang is fugly.
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Old 03-17-2010, 07:53 AM   #6
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Nice cars... and am happy the Camaro came out on top !!
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Old 03-17-2010, 08:14 AM   #7
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great pics!
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Old 03-17-2010, 08:34 AM   #8
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Unreal how much better the Camaro looks, front, rear, all around.
You really nailed it on styling Chevy ! Mustang, in my opinion, never really had the appeal of the Camaro.
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Old 03-17-2010, 01:06 PM   #9
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Awesome car... the camaro that is haha
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Old 03-17-2010, 01:13 PM   #10
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Very cool pics !!! Can anyone say in need of traction .. LOL

Both cars look great!

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Old 03-17-2010, 01:15 PM   #11
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both very hot! I would gladly take either out for a joy ride!
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Old 03-17-2010, 01:16 PM   #12
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Originally Posted by GMRULZ View Post
They need the driver mod for those cars...Lol..

I ran 12.2 w/ just headers, CAI & a tune on stock pirelli`s...Same as the Lingenfelter...

They should have let me drive it...
Something is definitely wrong with that time. Especially when one of our members, nhra stocker ran a 12.43 @ 112 bone stock. I would have expected lower times than posted.
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Old 03-17-2010, 01:27 PM   #13
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I really like the front of the mustang but the back end next to that beautiful Camaro booty makes the stang look cartoonish. Nice Review.

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Old 03-17-2010, 01:33 PM   #14
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Originally Posted by 2010 SSRS View Post
I am glad I was born a Camaro lover, the back of that mustang looks like crap, Camaro is so much better looking car.
However, I do think the front end on the new mustangs isn't that bad.
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