Great cars! Always wanted a white '87-'93 Saleen hatch. I'd be interested to know how the driving dynamics of both differ and what are similar between them?
1986Browns wrote:Great cars! Always wanted a white '87-'93 Saleen hatch. I'd be interested to know how the driving dynamics of both differ and what are similar between them?
Hate to say it but the SSC is way more fun to drive than a stock 93. Acceleration and handeling are far superior.
1986Browns wrote:Great cars! Always wanted a white '87-'93 Saleen hatch. I'd be interested to know how the driving dynamics of both differ and what are similar between them?
Hate to say it but the SSC is way more fun to drive than a stock 93. Acceleration and handeling are far superior.
Surprised to hear that the '93 is slower, would've thought it to be quicker with the GT-40 engine upgrades. I can definitely see how the Saleen would have the upper hand in the handling department.
1986Browns wrote:Great cars! Always wanted a white '87-'93 Saleen hatch. I'd be interested to know how the driving dynamics of both differ and what are similar between them?
Hate to say it but the SSC is way more fun to drive than a stock 93. Acceleration and handeling are far superior.
Surprised to hear that the '93 is slower, would've thought it to be quicker with the GT-40 engine upgrades. I can definitely see how the Saleen would have the upper hand in the handling department.
Here are the engine details:
"While the base Saleen Mustang contained a factory version of the high-output EFI 5.0-liter engine, only the SSC edition was furnished with the upgraded version of the 302. The 290-hp rating (and 325-lb.ft. of torque) was achieved by replacing the stock 60-mm throttle body with a 65-mm unit, coupled with modifications made to the upper intake manifold and lower intake manifold. The stock stamped-steel 1.6:1 ratio rocker arms were replaced by 1.7:1 roller rockers, adding valve lift and reducing valve-train friction while the cylinder head ports were enlarged. To assist the engine's breathing, improved tubular steel headers were installed in conjunction with a Walker Dynomax low-restriction dual-exhaust system featuring 2.25-inch pipes, along with an H-pipe with hi-flow catalytic converters. A "high-performance air filter" was thrown in for good measure, as was a heavy-duty battery and cooling system. Combined, the upgrades were good for a quarter-mile time of 14.2 seconds at 98 MPH--per a May 1989 Car and Driver report--while achieving a top speed of 149 MPH."