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I'm hoping GM has a Grand Sport at the Anaheim show. I want a close look at it.

"The 2010 Chevrolet Corvette lineup gains a new model, the Grand Sport. Chevy's performance car comes as a coupe and convertible. Both body styles are available in Base and Grand Sport trim levels. Grand Sport replaces the Z51 option package and includes specific styling cues, suspension tuning, brakes, and transmission gearing. These models have a 430-hp 6.2-liter V8 engine. An optional "dual-mode" exhaust system increases horsepower to 436. Transmission choices include a 6-speed manual or 6-speed automatic. Chevy offers other high-performance Corvette models, the Z06 and ZR1, both available only as coupes. Z06 has a 505-hp 7.0-liter V8, 6-speed manual transmission, specific suspension tuning, tires, and brakes. ZR1 has a supercharged 638-hp 6.2-liter V8 engine and 6-speed manual transmission. ZR1 differs from other Corvettes by its unique suspension tuning and use of lightweight carbon fiber on the hood, roof panel, roof bow, front fascia splitter, and rocker moldings. All manual-transmission Corvette models incorporate GM's new Launch Control, which modulates engine speed in order to maximize grip during full-throttle launches. The ZR1 adds a "Performance Traction Management" system, which automatically adjusts the traction control and suspension to suit high-performance driving. Available safety features include ABS, traction control, antiskid system, and side airbags. Among the available features are a head-up display, navigation system, and wireless cell phone link"

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"The Grand Sport adds a new dimension, essentially replacing the Corvette's previous Z51 package and bringing a greater degree of handling performance. Benefiting from wide-body styling, the Grand Sport also gets a Z06-style front splitter and rear spoiler, new brake ducts, and unique 18-inch wheels with 275mm tires up front and 19-inch wheels shod with 325mm rubber in the rear."

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40 years ago I was new car shopping.

Here is what I was looking at then:

These were all new 1970 vehicles.

Boss 302- 4 spd ---this ended up the one I almost bought.
Dodge Charger 440 RT -Auto
Torino 429 Super Cobra Jet -Auto
Plymonth GTX -4spd with the slap stick ---test drove this one for 45 minutes
Mustang Mach 1 Super Cobra Jet -4sd
Cougar Eliminator -Auto
Cuda 440 6 Pack -Auto
Challenger 440 6 Pack -Auto


Quite the list.

I test drove everyone of them.

The Boss 302 was the best balanced of the bunch


You notice there are NO Chevys on the list.

Every new Chevy I drove were pigs back then.
I wish I would have driven a NEW 70 Z28 back then (didnt' come out until Feb 70). That would have changed my mind. It wasn't until 1984 that I discovered 2nd Gen F bodies. What great cars!!!!!!!

You notice no Hemis---back then we all knew the street Hemi could not get out of it's own way. It took someone that knew how to tune them to get them to run right. Few and far between.

There was MANY a Cobra Jet guy that kicked the Hemi's ass. SS/A 68 Mach 1s were in the the mid 11s back then. I saw and touched a white 68 Mach 1 and a 428 Cougar back then. The guy showed me his time slips---The Mustang was 11.33 and the Cougar was 11.77 running stock class.

The 440 6 Pack was almost as fast in the Quarter--this is the sleeper of the bunch. That motor could run.

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The list now as it stands:

1)Camaro SS
2)Corvette Grand Sport
3)Mustang --- this could go to first if the Boss 302 turns out to be everything they claim it will be.
4)Raptor

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As some of you know CI is going to start doing Mopars.
In an earlier post I talked about the 440 6 pack engine and what a runner it was. Here is the production total of 1970

1970

Total
Challenger R/T - 2 door hardtop 1640
Challenger R/T - Convertible 99
Challenger R/T SE - 2 door sports hardtop 296
Super Bee - 2 door coupe 196
Super Bee - 2 door hardtop 1072
Coronet R/T - 2 door hardtop 194
Coronet R/T - Convertible 16
Charger R/T - 2 door sports hardtop 116
'Cuda - 2 door hardtop 1755
'Cuda - Convertible 29
Road Runner - 2 door coupe 651
Road Runner - 2 door hardtop 1846
Road Runner - Convertible 34
Superbird - 2 door hardtop 716
GTX - 2 door hardtop 678
Sport Fury GT - 2 door hardtop ( 63 USA - 3 Canada ) 64


Total 1970 Production:

9402

The 440s and the Hemi came standard with TorqueFlite automatic. Ordering the four-speed brought a pistol-grip Hurst shifter and a Dana 60 axle. Gear ratios climbed from 3.23:1 to 4.10:1, with limited-slip an extra-cost item. All R/Ts got a beefed suspension, and 440 and Hemi cars got 15-inch 60-series tires, though such essentials as power steering and front disc brakes were optional.

The 1970 Dodge Challenger
R/T 440 Six Pack
Specifications
Wheelbase, inches: 110.0
Weight, lbs: 3,600
Number built: 2,035
Base price: $5,000

Standard Engine
Type: ohv V-8
Displacement, cid: 440
Fuel system: 3 x 2bbl.
Compression ratio: 10.5:1
Horsepower @ rpm: 390 @ 4700
Torque @ rpm: 490 @ 3200

Representative Performance
0-60 mph, sec: 6.2
1/4 mile, sec. @ mph: 13.7 @ 105

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2010 Corvette Grand Sport Details

2010 Corvette Grand Sport The hottest topic on CorvetteBlog right now is the 2010 Corvette, and rightfully so. The specific interest has been in the 2010 Corvette Grand Sport. We have all the details you need about the hottest addition to the Corvette family.

Let's go over some of what we know. First of all, the Grand Sport will be available in both coupe and convertible, in every trim level (1LT, 2LT, 3LT, and 4LT). The most defining aspect of the Grand Sport has to be it's aggressive look and wider track than the current C6. It will have a unique fender design and the Grand Sport badge will appear in the cove. There will be a front splitter and tall rear spoiler.

The Grand Sport offers a Heritage package with fender hash mark stripes (4 stripe colors) and special two-tone seats with "Grand Sport" embroidery as an available option. Every exterior and interior color will be available to order.

Technically speaking, the Grand Sport will have functional brake ducts and additional cooling. It has larger 6-piston 14" front and 4-piston 13.4" rear brakes, both with silver painted calipers. The manual Coupe version will have a Z52 dry sump package with a rear battery.

Now a little bit about the wheels and tires. There will be three Grand Sport specific wheels: Silver, Competition Gray and Chrome. It will come with the wider sized Goodyear F1 supercar tires (275/35-18x9.5 and 325/30-19x12)

There are many benefits to the 2010 Corvette Grand Sport. First, there is a greater lateral acceleration. The standard is .92 g, the previous Z51 offered .98 g and the Grand Sport comes in at 1.0 g. It gains 0.2 seconds in the 0-60 test versus standard Corvettes (4.0 vs 4.2). All of this and even 26 mpg highway rating vs 24 mpg for Z06.

Overview

Models:
Chevrolet Corvette Grand Sport Coupe and Convertible

Body styles / driveline:
two-door hatchback coupe with removable roof; rear-wheel drive (Coupe and Convertible)

Construction:
composite body panels, hydroformed steel frame with aluminum and magnesium structural and chassis components

Manufacturing location:
Bowling Green, Ky.

Engines
6.2L V-8 LS3

Displacement (cu in / cc):
376 / 6162

Bore & stroke (in / mm):
4.06 x 3.62 / 103.25 x 92

Block material:
cast aluminum

Cylinder head material:
cast aluminum

Valvetrain:
overhead valve, two valves per cylinder

Fuel delivery:
SFI (sequential fuel injection)

Compression ratio:
10.7:1

Horsepower
(hp / kW @ rpm):
430 / 321 @ 5900* w/ std. exhaust
436 / 325 @ 5900* w/ opt. exhaust

Torque (lb-ft / Nm @ rpm):
424 / 575 @ 4600* w/ std. exhaust
428 / 580 @ 4600* w/ opt. exhaust

Recommended fuel:
premium recommended not required

EPA estimated fuel economy (city / hwy):
15 / 25 (automatic)
16 / 26 (manual)

Transmissions:
six-speed manual
six-speed paddle-shift automatic.

Gear ratios (:1)
First:
2.97std
4.03auto

Second:


2.07


2.36

Third:


1.43


1.53

Fourth:


1.00


1.15

Fifth:


0.71


0.85

Sixth:


0.56


0.67

Reverse:


3.28


3.06

Final drive ratio:
3.42


2.73

Chassis / Suspension

Front:
short/long arm ( SLA) double wishbone, cast aluminum upper & lower control arms, transverse-mounted composite leaf spring, monotube shock absorber

Rear:
short/long arm ( SLA) double wishbone, cast aluminum upper & lower control arms, transverse-mounted composite leaf spring, monotube shock absorber

Traction control:
electronic traction control; Active Handling

Brakes
Type:

front and rear power-assisted disc with ABS with six-piston front and four-piston rear calipers, cross-drilled rotors
Rotor diameter x thickness (in / mm):

front: 14 x 1.3 / 355 x 32
rear: 13.4 x 1 / 340 x 26
Brake swept area
(sq in / mm):

front: 309 / 1994
rear: 269 / 1735
Wheels & Tires



Wheel size:
front: 18-inch x 9.5-inch
rear: 19-inch x 12-inch

Tires:
front: P275/35ZR18
rear: P325/30ZR19

Dimensions

Wheelbase (in / mm):


105.7 / 2685

Overall length (in / mm):


175.6 / 4460
Overall width (in / mm):


75.9 / 1928

Overall height (in / mm):


48.7 / 1236

Curb weight (lb / kg):


3311 / 1502 (Grand Sport Coupe)
3289 / 1492 (Grand Sport Convertible)

Weight distribution
(% front / rear):


51 / 49

Interior


Seating capacity


2

Interior volume (cu ft / L):


52 / 1475
Headr oom (in / mm):


38 / 962
Legroom (in / mm):


43 / 1092

Shoulder room (in / mm):


55 / 1397

Hip room (in / mm):


54 / 1371

Capacities


Cargo volume
(cu ft / L):


Coupe: 22 / 634
Convertible: 11 / 295 (top up); 7.5 / 212 (top down)

Fuel tank (gal / L):


18 / 68.1

Engine oil (qt / L):


5.5 / 5.2 (automatic transmission)
10.5 / 9.9 (manual transmission)

* SAE certified.

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Fuel for the fire!!!!



2010 Roush Ford Mustang 427R - Specialty File
Roush tunes up the latest Mustang GT and hits some pretty awesome notes.

BY DAVID GLUCKMAN, PHOTOGRAPHY BY PATRICK M. HOEY AND JORDAN BROWN
October 2009

2010 Roush Ford Mustang 427R

Highs and Lows

Highs: More poise than any factory Mustang, power that complements rather than dominates, loud and awesome exhaust.

Lows: May only look good in black, window louvers should taken out back and shot.

Specifications

VEHICLE TYPE: front-engine, rear-wheel-drive, 4-passenger, 2-door coupe

PRICE AS TESTED: 53,716 (base price: $47,296)

ENGINE TYPE: supercharged and intercooled SOHC 24-valve V-8, aluminum block and heads, port fuel injection

Displacement: 281 cu in, 4606cc
Power (SAE net): 435 bhp @ 6250 rpm
Torque (SAE net): 400 lb-ft @ 4250 rpm

TRANSMISSION: 5-speed manual

DIMENSIONS:
Wheelbase: 107.1 in Length: 188.0 in
Width: 73.8 in Height: 54.4 in
Curb weight: 3700 lb

C/D TEST RESULTS:
Zero to 60 mph: 4.7 sec
Zero to 100 mph: 10.8 sec
Zero to 130 mph: 18.8 sec
Street start, 5–60 mph: 5.3 sec
Standing ¼-mile: 13.0 sec @ 111 mph
Braking, 70–0 mph: 155 ft
Roadholding, 300-ft-dia skidpad: 0.94 g

FUEL ECONOMY:
C/D observed: 14 mpg


Subtlety. Some strive for it, while others light their hair on fire and run into traffic screaming. Consider the Roush 427R. At first ogle, it’s nearly indiscernible from a standard-issue Ford Mustang GT, especially finished with black paint and flat-black decals, as was ours. But turn the key and this Mustang does its best impression of one of Jack Roush’s NASCAR sleds. The noise is intoxicating. We were addicted. The throaty, hairy-chested exhaust (a $710 option you can’t afford to skip) changes the entire character of this pony car when you get on the gas, and counterbalancing subtle aesthetic mods to help the Roush strike a balance between hey-look-at-me and I’m-just-an-average-Mustang.

World’s Greatest Mustang GT

To be fair, the rest of Roush’s upgrades have a positive effect on the already improved-for-2010 Mustang GT, too, and they all work to improve the car’s characteristics in a balanced, even way. The 4.6-liter V-8 gets new breathing equipment, a supercharger, and a reprogrammed computer that yield 435 hp and 400 lb-ft of torque, increases of 120 and 75, respectively, compared to the stock GT. (The 427 in the name is for nostalgic purposes, as the car’s output is now undersold by the decals on its flanks and the V-8 doesn’t displace 427 cubic inches.) A suspension package goes beyond that of Ford’s Track pack and includes new front struts, different rear shocks, and new springs and anti-roll bars at both ends.

Then there are the details: a darkened pony logo nestled in the grille. A body kit that includes new front and rear fascias, a front splitter, side skirts, and a wing on the rear deck. Interior touches like aluminum pedals and our tester’s Jack Roush–besignatured seats. None of this is too much, but we could certainly do without the window louvers and a boost gauge that glorious sound the thing makes? Yep, we’re still addicted.

Obvious-Comparison Time: What of the GT500?

For about the same price as this tricked-out GT, Ford will sell you its in-house-massaged Shelby GT500, which now boasts 540 hp and 510 lb-ft of torque from its supercharged 5.4-liter V-8. It’s an easy choice, right? Not so fast. In adding horses, the Shelby also adds more than 300 pounds over its front axle compared to the Track pack Mustang GT. The Roush adds 105.

Yes, the 427R is at a power deficit, but what’s there is ample. Blasts to 60 take 4.7 seconds, two-tenths longer than with the GT500, and the quarter is traveled in 13 flat at 111, three-tenths and 4 mph off of the Shelby’s pace. Shifts in our 427R were accomplished by the regular GT’s five-speed manual, and the optional short-throw shifter makes the distances between ratios feel toggle-switch tight, minimizing the downtime between raucous exhaust honks. Skidpad grip of 0.94 g edges out both the Track-packed GT (0.92) and Shelby GT500 (0.91). The handling is the best we’ve experienced in a 2010 Mustang, and the reworked suspension gives the Roush a planted feel where the GT500 is a bit too spongy. Seventy-to-zero-mph braking performance is also better with the Roush—155 feet versus the Shelby’s 165.

(All of that said, Roush will build you a Stage 3 Mustang with GT500 output for a package price of over $28K, double that of the 427R’s. But we can’t see needing to spend more when the 427R feels, sounds, and looks as good as it does.)

The Sound of Unsilence

This Mustang got plenty of looks of admiration from spectators who first heard, then saw, the all-black stallion. At the same time, it drew some disapproving looks from fellow motorists and pedestrians who seemed to assume by its tone that the Roush must be up to no good, and doing so quickly. (We weren’t always flooring it; it’s loud at times even when you’re trying to crawl through traffic.) This author would like to apologize to his neighbors—let’s say those within a one-mile radius—for any late-night arrivals or early-morning departures.

The basic 427R package includes the modified powertrain and most of the looks for $15,056 on top of a Mustang GT Premium with California emissions and a 3.55:1 rear axle ratio ($32,240). You can, of course, add things to the base Mustang—like the newly available nav system—and then pile on the options from Roush. Our tester’s Roush options amounted to an extra $6420 on the tab, but we’d happily knock that total down to just $1120 for the short-throw shifter with black knob ($410) and God-sent exhaust ($710). Our car also had a $1450 brake kit that includes slotted rotors and some caliper paint, but we’d probably opt to move up to the $2877 big brake kit (14-inch front rotors and four-piston calipers). So after scrapping the unnecessaries and adding the bigger brakes, our personal 427R would ring in at $51,293. GT500 territory, yes, but this is a far more balanced package.

Building on what many of us believe to be the best Mustang ever, this Roush is the choice for those who want a well-rounded Stang that combines extra power with decent handling. It may not carry the flash of the Shelby, or for that matter a Camaro, but people will certainly hear you coming, and you’ll even be able to have fun when the road goes curvy.

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Now that I've seen the cars in question up close, I'm just as unsure as before.
Here Darlene's order though.

1) Roush 427R
2) Camaro Bubblebee

But, she sat in the GRAND SPORT for a long time.

I was impressed with the Audi's I looked at. The BMWs disappointed. Lexus was impressive.


The Miata could have made her list, but I couldn't fit in it.

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Damn, Ben now I feel bad you took the posts off. You still had something worth saying, just wasn't fond of that picture.