SALEEN S7 COMPETITION

The competition package is a new option from Saleen that builds on the 750 bhp S7, producing an astounding 1000 bhp. The package is the latest evolution of the S7 supercar that first started production in 2001. The extra horsepower comes from increasing the boost of the twin-turbo system developed by Saleen. 
Engine and Drivetrain

The all-aluminum V8 engine casting was engineered and tooled by Saleen to displace seven liters. Space age materials and engineering are used throughout, including stainless steel valves, titanium retainers, beryllium exhaust valve seats, an aluminum throttle body, Saleen-designed aluminum CNC-machined cylinder heads and stainless steel exhaust system. The V8 incorporates a unique Saleen-designed side-mounted water pump, a belt-driven camshaft drive and a Saleen-engineered dry sump oil delivery system.



Chassis, Suspension, and Brakes

A major improvement in ride over previous models is achieved with the use of coil springs that are a dual-stage design. The first spring has a lower rate than the single springs fitted to the current S7, resulting in softer ride during normal street driving. But if you remember your history, you know that the S7 is a flat-bottom, downforce car. The faster you go, the more downforce the S7 develops. In the case of the S7’s new dual-stage springs, the second stiffer spring starts coming into play at around 100 mph when the car begins to develop serious downforce.

Chassis tuning also includes revised shock valving front and rear. Saleen-engineered Brembo-supplied lightweight aluminum six-piston mono-block calipers are fitted front and rear. The brakes are among the largest of any production car with 15-inch vented discs up front and 14-inch vented discs at the rear.

SALEEN S7 TWIN TURBO

Steve Saleen is known as a tuner of American cars, particularly of Fords. Then some time during the 1990s, he developed a concept wherein his goal was to create a true American supercar. This marked the beginning of the story of the Saleen S7, one of the fastest cars that ever came out of American soil. During its release in 2002, it is deemed as one of the most technically advanced cars in the world, and one of the distinctions that it had then was it was the only American street-legal car that packs over 500 horsepower in stock trim.


Sure, the S7 got some serious love from both enthusiasts and critics alike, praising its unbelievable quickness and technological advancements. But how time quickly passes! Within 3 years, automotive engineering worldwide has improved so much that 500+ horsepower is now much easily attainable than when it first appeared. Now, the world beating American supercar has a lot of competition, and if they don’t do something, they just might fall behind the wayside of the supercar wars. Noticing this, Saleen has a plan. His team upgraded the S7 to the point that it has become a whole new car, ready to take on new challenges. This car is the Saleen S7 Twin Turbo.



Performance
Of course, the headliner for this car is in the name: twin turbochargers are now equipped to the already formidable 7000 cc V8 engine found in the S7 (more on the engine later). But, there are more changes in this car than just the engine. If you would look closely, in order to improve aerodynamics, modified front fenders, as well as new diffusers and spoilers were installed. The result: a 40 percent decrease in drag and a 60 percent increase in down force.


Braking

A completely revised suspension makes this car firmer during braking, accelerating, and turning. A dual stage shock absorber allows variable spring rates during different speeds, progressively getting sharper handling as it gains speed. The large brakes co-developed by Saleen and Brembo for this car, 15 inch discs in the front and 14 inch discs in the rear provide some serious stopping strength.


Engine
And then, there is the engine. The same in house developed 7000cc V8 engine makes its way to the S7 Twin Turbo, and it possesses a lot of state of the art equipment from the intake down to the exhaust. 2 turbochargers capable of pressurizing air up to 5.5 psi, are mounted at the high performance exhaust system, boosting performance to another level.


During the addition of the turbos, the hydraulic lifters of the engine are replaced by solid lifters. All these modifications are enough to raise the engine’s output to an unbelievable 750 horsepower and 700 lb/ft of torque. And amazingly, this is still a clean engine, featuring an extensive emission control system and is compliant to OBD-II standards.

With all these raw stats, it is pretty obvious that the Saleen S7 Twin Turbo can beat even the most extreme of hyper-cars. Somehow, the already advanced S7 was able to surpass itself, and was able to redeem its lofty place as one of the absolute best sports cars today, and maybe of all time.

SALEEN S7

Jointly designed by Saleen Incorporated and RML the Saleen S7 is being manufactured in Irvine, California. The Saleen S7 evokes images of an inspired union between touring sports cars and good old American muscle cars with it's unusually long and low frame.


During its introductory year in 2001, the Saleen S7 won four different GT Championships. When it came out as a production vehicle in 2002, it was touted by many automobile magazines as the fastest production car in the world. To date, the Saleen S7 has won over 70 major races worldwide.



At proper speeds, the S7 produces enough weight in down-force that it can, in theory, be driven upside down. Just like in the movies.


After being upstaged by major European supercars in terms of speed and power over the next couple of years, in 2005 the Saleen S7 was upgraded to add twin turbochargers, for which it was originally designed for in the first place, packing considerable added power into the vehicle.


Features
Space age materials and engineering are employed throughout the machine, using stainless steel, aluminum and titanium in various parts. The Saleen S7 runs on a 7.0-liter V8 engine with the latest model generating a usable power of 750 bhp at 6300 rpm.

The mid-engine, 2-door coupe has a maximum torque of 945 Nm at 4800 rpm and can accelerate from 0 to 60 mph in 2.8 seconds. Even better, the Saleen S7 can go from 0 to 60 and back to a complete halt in 10.9 seconds. Aftermarket packages are available for an even wilder 850 and 1035 bhp models.


The Saleen S7 features a six-speed trans-axle transmission and uses an organic/metallic 8-inch double disc plate clutch with hydraulic actuation. The shift knob twists freely at a modest angle to minimize binding friction.


The low, mid-chassis placement of the engine allows for optimal weight distribution and leaves enough room for the tall engine to fit snugly in place. The cockpit reveals a driver's seat moved slightly towards the center for better driving position and increased visibility.


The S7 features very responsive steering and an exceptional balance promoted by its massive dimensions. The latest model's exterior has also been modified from earlier versions, most notably a new rear spoiler package and reshaped front fenders for an even higher aerodynamic design, reducing drag coefficient by as much as 40-percent and increasing down-force by an impressive 60-percent. The body is detailed with ninety-two slots and grills and built from carbon fiber bodywork. The doors open up and away from the body.


Comfort
The Saleen S7 puts a lot of effort towards comfort and regular automobile use. Included in the standard setup are such extra perks as:

* A rear-view camera mounted for better rear visibility viewable on an LCD display
* A cockpit that is very accommodating even for taller drivers like many American-made vehicles
* Full Connolly leather and suede interiors and seats
* Complete entertainment system with radio, TV and DVD
* Front and rear trunks, complete with luggage


Drivers of the Saleen S7 have noted impressive performance providing hitch-free driving on regular roads at moderate speeds. Care should be taken at high speeds, though, as the incredibly high maximum torque can cause trouble when punching the accelerator.


Otherwise, the Saleen S7 is a top-of-the-line speed demon with a superior grip, race-honed controls and excellent driving that's worth every penny of its $585,000 list price. Plus, if you ever need to, you can drive it upside down.

SALEEN S302-E

The Saleen Sterling Edition S302E begins with what amounts to a Mustang GT in an official partnership with Ford Motor Company. But Saleen automobiles are no ordinary Mustangs. They come as highly polished, fully realized sports cars with the technical knowhow of the recently retired Steve Saleen, responsible for designing the legendary Saleen S7 supercar. 

Power comes from a 620hp twin screw supercharged V8 engine that generates more than 600 lb-ft of torque. Transmission is a short throw, six-speed manual. With this powerhouse growling beneath the hood, the car jumps from zero to 60mph in less than 4 seconds and completes the quarter mile in nearly 12 seconds. With such a powerful beast under the hood, engineers at Saleen had to ensure that the power generated was relayed to the tarmac, this led to a host of performance upgrades. 

The hand painted gunsight exterior accent aims your attention from the rear of the car to the 25th Anniversary wreath that adorns the hood. The Saleen engineered front carbon wind splitter and rear air diffuser were designed to enhance the aerodynamics of the vehicle. The vehicles sub 4 second 0-60 performance is arrested by massive 15 inch cross- drilled vented rotors that are also unique to the "Sterling Edition".

Specifications

Type of engine: Modular 3-Value SOHC V8

Transmission: Close-Ratio 6-Speed Manual Transmission

Displacement: 5.0 Liters

Horsepower: 620 hp @ 6300 RPM

Price (est): $100,000

SALEEN S281-3V

Steve Saleen, who created his company in 1983 and grew it into one of the premier specialty manufacturers of Ford-based products and the S7 supercar, is, ironically, no longer an employee of Saleen, Inc., having left in June 2007 for Chamco Auto of China, which hired the Mustang Hall of Famer to help establish its dealer network in the U.S. But although Saleen has departed, new CEO Paul Wilbur, a former general manager at Jeep, along with Chris Theodore, past vice president of product development at Ford, are forging ahead, promising to continue Saleen's quest "to build performance cars for the enthusiast."

Saleenless Saleen shipped us an S281-3V, the docile member of the S281 family, which also includes the 465-horsepower Supercharged and the 550-horsepower Extreme. Carrying an as-tested price of $49,613, the S281-3V is pricy but distinctive, thanks to unique front and rear fascias, $1399 20-inch chrome wheels, and such distinguishing interior bits as leather and Alcantara sport seats, black-faced six-gauge instrument panel, and billet shift knob. Underhood, Saleen-specific mods continue, highlighted by a 335-horsepower three-valve V-8 that sports a "PowerFlash Performance Calibration," a 98mm mass airflow sensor, power pulleys and damper, a high-flow inlet tube, and a 2.5-inch performance exhaust system.

Armed with a 3.73:1 axle ratio, the Saleen, with its power advantage, paid dividends at the dragstrip, going 0 to 60 in 5.1 seconds and the quarter mile in 13.7 at 102.1 mph. Around the skidpad and figure eight, though, the S281, utilizing a "Racecraft Suspension" with linear-rate coil springs, a larger 35mm front anti-roll bar, and N2 dampers, exhibited poor grip and posted a slow time. Observes technical editor Kim Reynolds: "The Saleen exhibits a lot of understeer in these tests and seems resistant to rotation." The S281 was also resistant to stopping, needing 123 feet to erase 60, a feat attributable to its stock brakes.
In real-world tests, the Saleen rated better than at the track, invigorating our senses with confidence-inspiring handling, a slick gearshift, and a high-pitched free-revving engine. Feeling racy? Take the Saleen for a spin.

SALEEN H302-S/C

For 2008 Saleen launched the second versions of its Heritage Mustang lineup including the new H302 SC. This new model features an updated version of Saleen's 302ci V8 first featured in the Parnelli Jones Limited Edition Mustang, as well as Saleen's Series VI supercharger.


The Hardware
The H302 SC features a Saleen built, 302 cubic inch engine that represents a marriage of race technology and production performance engineering. The evidence of this fact can be found in the hardware compromising the engine. Saleen starts with 5 axis CNC ported cylinder heads and then adds a new forged crankshaft, forged connecting rods, forged aluminum pistons, performance crankshaft, and high flow fuel injectors. Saleen then adds their patented twin-screw intercooled supercharger to serve as the core for the H302 SC, giving it a pavement-pounding 580 bhp and 525 lb-ft torque. This engine, when married to a smooth shifting, short throw 6-speed manual transmission, gives the H302 SC a performance profile comparable to any contemporary exotic but in a way that is truly American.

As with every Saleen the new S302 SC is more than just about the engine. The vehicle features Saleen's Racecraft suspension system tuned specifically to the vehicle's weight and horsepower. The result is responsiveness and stability. ''Many companies simply throw horsepower at a vehicle without adequate consideration to making the power usable. We look to find balance. That is the difference between Saleen as a manufacturer and the typical aftermarket tuner,'' says Chris Theodore, head of engineering at Saleen.


Stopping power for the H302 SC is delivered by standard slotted 14-inch front vented rotors grabbed by 4-piston calipers. Control is augmented by the 4-wheel ABS and brake assisted traction control. Lateral stability is enhanced by a Generation 2 Watts Link system that is standard on the H302 SC. Grip is provided by Pirelli tires wrapped over 19-inch forged aluminum alloy wheels that are available in painted silver or chrome. Optional are painted 19-inch 7-spoke forged wheels.


Styling and Design

As with all Saleen vehicles, the H302 SC leaves nothing to be desired from a styling perspective. The H302 SC feature eye popping aesthetics like the new front and rear fascias, rockers and Heritage spoiler. The exterior package is rounded out by the matte black body graphics and an aluminum hood with functional cooling vents. On the inside, the unique seat trim features stone gray Alcantara accents and a laser etched shift knob.


Production and Pricing
The H302 SC is limited to only 200 units. It features a manufacturer's bumper-to-bumper warranty; 12 months and 12,000 miles. The base price is $74,999.

SALEEN S281

Part of what makes Ford's new Mustang GT a winner is its price. At $25,570 and with 300 horsepower under the hood, it's hard to find anything comparable. Certainly, Saleen's new supercharged S281 version of the Mustang--at $48,624 in its cheapest form--is not directly comparable.


Or is it? The major performance differences between the two are demonstrated most significantly at higher speed. The time the supercharged S281 took to reach 100 mph was 2.4 seconds quicker than our last Mustang GT ["21st-Century Muscle Cars," C/D, January 2005]. By 130 mph, the difference was 7.1 seconds and growing. That's called driving away.


But the differences are less profound in the quarter-mile sprint, where the Saleen reaches the lights just 0.6 second ahead of the GT (although it's already traveling 7 mph faster). A lot counts on getting a decent launch at the drag strip, and we'll admit our testing facilities have been badly ravaged by winter storms, making grip hard to come by.



We've heard of Saleen development drivers turning 12.7 seconds at 114 mph compared with our 13.2 seconds at 110 mph, and we'll ponder that possibility until we get another example to test at a grippier venue. But the fact is that the claimed 100-hp advantage the Saleen enjoys is at least partly offset by the usual Mustang state of affairs. You know, a front-heavy weight distribution that makes launches hard to hook up. The Mustang also has a solid rear axle and a gearshift linkage that is not exactly precise. (This is a hindrance that has surfaced on production Mustangs, where the jointed linkage to the forward-mounted transmission has proved sloppier than on early press prototypes.) Add an electronic throttle that hangs onto revs long after you've lifted, and gearshifts are not made easy.


That's not to say the supercharged S281 is not a fast and enjoyable car to drive. It is. Nearly every aspect of its character has been honed for better performance. Some of it is ingenious work. The Saleen-designed Series VI screw-type supercharger, for example, integrates itself, the intercooler, and the induction plenum into a single compact unit.


That has allowed Saleen's engineers to design a plastic hood without a giant power bulge in it. The hood incorporates a redesigned grille and front fascia that evoke aspects of the Saleen S7 with its aggressive air dam and shark-gill inlets. Despite being a double-skinned (and presumably quite stiff) molding, the vented hood quivers and jumps as you drive along, its spasms suggesting you might not have closed it properly.

Saleen-specific plastic designs pretty much run the perimeter of the S281, with rocker skirts at the sides and a jutting rear fascia below a prominent spoiler. It all gives the S281 a distinct appearance--one not lost on the motoring public, if the reaction from jaded California motorists is anything to go by.


Once you hit the mountains, the car's extroverted appearance is thoroughly backed up by the Saleen Racecraft suspension, which has tuned spring and bar rates along with urethane bushings and nitrogen-pressurized shocks, as well as by the optional 20-inch Pirelli P Zero Rosso tires on 10-inch-wide Saleen-designed chrome alloys, which provide reassuring turn-in and midcorner grip.


The S281's ride is firm, with some fairly sudden, although small, vertical disturbances, and it takes quite a smooth stretch of pavement to get it all settled down. That Ford solid axle makes its presence felt, too, with the occasional hop at corner entry, but its Panhard rod and various links keep any seriously wayward tendencies in check.


A broad spread of usable torque enables the driver to reel in miles of wrinkled mountain road in one gear, slowing, turning, and driving out strongly without recourse to the billet aluminum shift knob. And if the strong engine braking isn't enough, the optional 14.0-inch slotted and vented front discs and their four-piston monoblock calipers make short work of unwanted velocity. Although our dusty test venue produced longish stops from 70 mph (179 feet, nine feet longer than in that last GT we tested), they were consistent and fade-free, with a clear pedal feel.


The supercharged S281's interior is festooned with Saleen upgrades, including a dual-gauge pod mounted high and center with boost pressure and intercooler temperature, Saleen-monogrammed instruments (with a particularly accurate 200-mph speedometer), specific vents and bezels, steering-wheel badge, and pedals, as well as the aforementioned billet shifter featuring tightened throws.

Occupants sit on furniture that has been through a Saleen makeover, with improved bolstering and unique leather design. Naturally, the seats bear Saleen logos. We wouldn't want to forget who modified this car, would we? Not that you could. That big, fruity V-8 rumble is a constant reminder of the 400 horsepower tugging at the leash, as is the dentist's-drill whistle of the blower at anything over 2000 rpm.


Yet all of that goes by the board when you have your foot planted. The car blasts forward between 3000 and 6000 rpm in almost brutal explosions of power in the lower gears and in long, sustained surges of acceleration in third and fourth. This is what you pay for here, and at $51,934, you pay dearly. But for some drivers, it's likely worth every penny. 

SALEEN S281 EXTREME

Five hundred horsepower. Four hundred eighty poundfeet of torque. Those are serious performance numbers. And we'e not talking Saleen S7 supercar or some other exotic. No, we're talking 2005 Saleen S281 Extreme.

The S281 Extreme represents the pinnacle of the S281 lineup, which also includes the 325bhp S281 3-Valve and the 400bhp S281 Supercharged. Like these Mustangs, the Extreme starts life on the same great platform Ford has provided via the 2005 Mustang's all new architecture. But the S281 E sets up residence in performance territory never explored by a production Ford Mustang.


This newest member of the Saleen S281 is manufactured with the latest in Saleen racebred technology. At the heart of the S281 E is a unique Saleenmanufactured, highrevving, 4.6liter powerplant built inhouse. The 281 cubicinch V8 uses a special forged steel Saleen crankshaft, Saleen forged steel connecting rods, Saleen patented forged aluminum pistons and unique Saleen aluminum cylinder heads featuring special valve springs and the latest Saleen performance camshafts. In addition to the increased rpm available with the E engine, a Saleen-designed Series VI integrated TwinScrew supercharger with twostage watertoair intercooling is installed. This supercharger is so innovative that Saleen has several patents pending on the design.



Essentially, the Saleen design integrates the previously separate intake manifold, blower housing/assembly and intercooler into one compact unit that nestles neatly into the valley between the heads. This allows for a much wider intake manifold.


The engine is also fitted with a Saleen freeflow air cleaner element. The exhaust system has a dynamic element, featuring twin mufflers with valves that open above a specified back pressure. When these valves open, a portion of the exhaust gases is routed through a second set of tail pipes pointed at the ground. This design allows the engine to be calibrated to produce higher torque. Secondly, it provides a freeflowing exhaust system, while still providing the capability for passing mandated passby noise regulations in the U.S., Canada and U.K. Thirdly, it makes for some lovely exhaust sounds at wideopen throttle.

The S281 E V8 is coupled to a Saleen heavyduty 6speed manual transmission and a highperformance flywheel/clutch disc assembly. Power is delivered to the rear wheels via a Saleen custom balanced driveshaft and a performance differential assembly featuring a Saleen MaxGrip, speedsensitive, limitedslip differential.


Big power numbers require big brakes. To handle 500 bhp and 480 lbft of torque, the E is fitted with 1piece, 14inch front brake rotors, the same size brakes used on the 200mph Ford GT.


Naturally, the E features a complete Saleen Racecraft suspension system including racing-inspired springs, shocks and antiroll bars. In addition, the E receives special Saleen boxed rear lower control arms and a Panhard rod specific to this model. The Panhard rod provides precise lateral control of the E’s live rear axle, helping keep the tires flat on the road for greater cornering power and more precise handling.


Visually, the E is distinguished from the other two S281 models by a unique aero package, including a distinctive front splitter and a rear diffuser, plus a different rear quarter window treatment. Lighting the way are standard Saleen HID headlamps. The interior features a number of Saleen exclusives. A few of these include unique Saleen gauges with black backgrounds, white numbers and easy-to-read silver needles with black inserts, satin aluminum trim, painted accents, Saleen door sill plates and S281 floor mats. Each car also comes with an individualized Saleen VIN number stamped in the chassis, on a dash plaque and on the front bumper. S281 SC and S281 E models also feature a Saleen twin gauge pod with readouts for boost and air temperature.

Powered by a supercharged small block V8 producing 500 pavementshredding horsepower and capable of generating performance figures of around 4.5 sec from 060 mph and quartermile numbers of about 12.1 sec at 117 mph, comparisons with the 500bhp Corvette Z06 model that Chevrolet will introduce later this year are inevitable. The S281 E is scheduled for introduction in July of 2005, and the price will be announced at that time.

SALEEN S281 CONVERTIBLE

When the new Mustang debuted in 2005, pony car enthusiasts were elated. After decades of rehashed Fox-platformed Mustangs that could barely get out of their own way, the new DEW98-derived DC2 'Stang promised so much more. At just over $25,000 for a 300hp GT, it delivered big time in the bang for the buck category. With such a low entrance fee, the platform really allows for things to be taken up a notch or two. Seems everybody and their mother are offering tuned Mustangs with body kits, wheel and tire packages, and enough underhood goodies to make that 300 hp look positively anemic. 


We've already profiled several of these and have even had our grubby little hands wrapped around the steering wheel of a Roush 427R for a week. While we're still waiting for Ford's own super 'Stang, the GT500, to find its way into the AB garage, specialty manufacturer Saleen  stepped up to offer us a sampling of their current lineup. Although our first choice Parnelli Jones limited edition was previously spoken for, we know that we will get one soon. In its place we were able to park a 2006 S281 Supercharged convertible . With 435 hp under its lightweight hood, we figured it might be an acceptable substitution. 


And we weren't disappointed. This sucker is fast. And fun, if you can define fun as having dozens of strangers speed up to get a pic of you on the freeway, giving you thumbs up at a stop light, fielding questions from bright-eyed young ladies at every (frequent) gas stop, and being able to light up the tires at will in almost any gear at almost any speed. Those are a few ways we usually define fun, so it seems we have a winner here. But is living with one for a few days as much fun as it seems? Read on for the whole story.



Exterior
Walking up to the car, the first thing you notice is the screaming (Speedlab) yellow paint. Guess it's going to be hard to fly under the radar to avoid legal attention with this one, or any other kind of attention for that matter. Saleen knows its customers and knows that they like the connection to the company's S7 supercar/racecar. So styling cues taken from that car and corporate badges can be found all over the S281. Consider yourself forewarned. Saleen buyers tend to be a little extroverted, which helps. The Saleen bodykit's proclamation of its family heritage is anything but subtle.


Completely new front and rear fascias, side skirts, and a huge (deletable) rear wing are designed to keep the car planted, and to look racy in the process. The power-dome hood has dual black heat extractors, one running above each bank of cylinders, and manages to keep a low profile despite the supercharger shaking it from below. The slats and aero ducting up front emulate the S7 styling, but the rear fascia with its sunk-in and blacked-out rear center body panel and Saleen-designed rear spoiler with end caps that totally encircle the rear really look S7-ish. 


Although the convertible top looks pretty good up, it didn't stay there very much during the car's stay with us. What's the point of attracting all that attention if admirers can't see who's driving? Our particular tester didn't have the optional Sport Bar or the Speedster package with the removable tonneau, but Saleen can hook you up with those items, as well as custom paint schemes or optional HID headlamps. 


In case anybody is wondering who makes this Mustang, there are Saleen fender badges, Saleen center caps on the 20-inch chrome rims, a Saleen grille badge, a huge Saleen impression in the rear bumper, signature Saleen graphics on the lower doors, a Saleen serial number on the front bumper, and Saleen championship wreath stickers in the window to remind them. Oh, and there's that huge SALEEN graphic across the windshield. And that's just on the outside.


Interior
Inside the S281, you'll find several familiar Mustang bits, but a lot of bespoke Saleen items, as well. Things like Saleen S281 custom floor mats, Saleen leather sport bucket seats with extra side bolstering (and a somewhat questionable raised center spine that managed to rub some drivers the wrong way), Saleen embroidering on the seatbacks, and open (and louvered!) headrests populate the interior. There's also a Saleen serial number dash plaque under the rightmost dash vent. 


Other changes inside include a Saleen instrument cluster with a 200mph speedometer (that we know is relatively accurate at precisely twice the 65-mph legal limit – don't ask), 8,000rpm tachometer with smaller auxiliary gauges between them displaying fuel, oil pressure, engine coolant temperature and volts. On top of the dash is an extra pod with a boost and air temperature gauge. Saleen has also added its own dash vents and bezels, a Saleen steering wheel badge, Saleen pedals, and a Saleen billet shift knob sitting atop their close-ratio shifter. You probably also won't be able to miss the Saleen door sill plates when entering or exiting the vehicle.


The interior is dressed up but still has the Mustang shortcomings that most people will learn to live with in a short time. The dash looks cheap, even with the Saleen upgrades, and rattles like Nicole Richie's ribs when she walks. Keeping that slotted metal-finish dash dust free will likely require a lot of hard work. The back seat is understandably cramped and there is only enough headroom for somebody under 5'4" to fit upright. That really can't be blamed on Saleen, however. And although the convertible top eats up some trunk space, there is plenty of room to stow your weekend bags.


There are plenty of storage areas and cupholders that handled just about any beverage container we tried. The Shaker 500 stereo in our tester can be upgraded, but we see no need as this thing can produce more decibels than even the V8 up front. The HVAC system was also more than adequate and the controls felt logical. Labeling on some of the other buttons and knobs weren't always intuitive, but we managed to figure out the traction control defeat switch, so we were happy. After one or two fun runs, we quickly appreciated that it could be turned back on, which leads us back to the engine.


Drivetrain

Pop that power-dome hood and you'll be looking at a Saleen serial number plaque in the engine bay and that 435 hp (for 2007, SC buyers will be getting 465hp!) supercharged engine of course. The Ford 4.6-liter V8 is stock internally, but Saleen modifications include underdrive accessory pulleys, a Saleen Powerflash performance calibration upgrade to the ECU (requiring the use of premium fuel), and a Saleen performance air filter to...uhh...bring in more air. 


On the exit side of things, Saleen fits a stainless-steel exhaust system, using two mufflers and a vacuum-actuated bypass valve. This actually works to increase low-end torque and as a very enjoyable bonus, makes this custom Mustang sound like you would hope it might. Then there's that eponymous supercharger.


The new-for-2006 Saleen designed, "2.3 liter Series VI integrated twin-screw supercharger with a dual-stage water-to-air intercooler" helps boost power almost 50% over the stock GT unit. The numbers are 435 hp at 5,800rpm, and a whopping 420 lb-ft of torque at 4,000rpm. It feels like at least 80% of that torque figure is available at idle. The cleverly compact integrated supercharger works so well that Saleen sets the boost to just 4psi. That's still enough to shake the lightened hood as soon as the key is turned. Watching the boost gauge was kind of fun, but we had to make sure we were pointed in a straight line before hammering it to watch the needle flip from off to full boost in a blink.


All that power is routed to the rear wheels through Saleen's quick-ratio 5-speed transmission. A 5-speed automatic is optional and, we hate to say it, but might be a better fit for the Supercharged model because of that on-off boost. The shifter was a bit vague and took a firm hand to guide it into the proper slot, and the clutch was very stiff and had us on the verge of cramping during a 70-mile 2-hour slog through L.A. rush-hour traffic. Perhaps that fits with the image of the car, but we'd prefer something a little lighter and more direct. In all fairness, this was a press car with more than 10,000 especially hard media miles on the clock.


Getting the power to the road, Saleen offers an optional MaxGrip speed-sensitive limited-slip differential (not on our test car) to go along with the standard traction control that we found to be a lifesaver when encountering a couple of surprisingly slick corners. Turning it off was a lot of fun too, but not in corners.


Suspension
With that much more power on tap, thankfully Saleen has upgraded the suspension and brakes, as well. The stock Mustang setup of a live rear axle, three links, and a Panhard rod are retained, but the S281 Supercharged features Saleen's Racecraft suspension that uses higher spring and sway bar rates, urethane bushings and nitrogen-pressurized shocks in back. It made the ride a bit firmer but didn't exactly turn the Mustang into a canyon carver, either. 


In fact, with the slightly more flexible convertible platform, the firmer settings produced a lot of squeaks and rattles inside and did nothing for our confidence on Mulholland. Grip from the wide 20-inch Pirelli P Zero Rosso tires was good, but body roll was pretty off-putting and the jolts from even small bumps was disconcerting at speed. We suspect that the basic Mustang layout is more to fault here than anything else.


Our test car rode on huge (and extremely blingy) 20 X 9 inch, 7-spoke, chrome, Saleen-designed alloy wheels in front and 20 X 10s in the rear. These were wrapped in ultra-high-performance Pirelli P Zeros measuring 275/35ZR20 up front and 275/40ZR20 out back. 


Stuffed inside those wheels to help haul this 3,700 pound beast to a drama free hault are 14-inch slotted and vented aluminum rotors squeezed by Saleen-branded, 4-piston, ABS-equipped calipers. Perhaps surprisingly, the factory rear brakes are left alone. We can honestly say that braking was never a problem, although serious track use will probably require an upgrade. And we doubt many convertible buyers will be tracking their cars, so it's all good.


Conclusions
While we didn't get to take it to a dragstrip or strap it to a dyno like we did with the Roush 427R, we were able to get some subjective performance figures for the Saleen S281 SC Convertible. It's not as quick in a straight line as a C6 Corvette, for instance. But, it's a lot closer than we might have thought. Top speed is claimed to be around 180 mph, but we doubt enough people will have big enough cajones to probe that limit. Double the legal limit was scary enough. Something about the front end didn't feel extremely stable and the howling we heard through the fabric top didn't make us any more confident along the way. Being able to unleash that much power at will comes with a price at the pump, as well. We were unable to get this car to register anything higher than 15 mpg on the computer. Overall it returned just 13 mpg for the whole 600 miles we put on it.


The handling and braking were good, but again using the Corvette as an example, we felt the Mustang platform just had too much of a handicap to make this a fair comparison. Apples and Oranges certainly, but price, Patriotism and performance put these in similar market segments. We know there are people who will point to the back seat, proper trunk, and blue oval as reasons why this is a clear win for the 'Stang, but we came away feeling this might be the furthest we'd want the Mustang platform pushed before it needs some extreme revisions. 


The steering, brakes, handling and transmission were no more than adequate on this car. Maybe that's all that was required of it, but we wanted more. Looking at this as a very fast and limited edition Mustang makes its appeal obvious. There are plenty of people who love the Mustang and want one that offers added flair and speed. Us included. We know there are fans of Steve Saleen and know that getting one of his cars means you have something of a collectible that will always have a higher resale value than some mere tuner car. But when the prices rise to a point that starts with a 5, then a whole bunch of other cars start to crowd the short list at decision time.


Many of those cars above $50,000 offer similar straightline speed with a much higher level of sophistication and road feel than the Mustang can ever hope to offer. These are cars that don't require an adrenaline overload to drive at 8/10ths. Perhaps that's part of the Saleen's appeal, but do you want to be challenged by your car every day for the high levels of performance it promises or for the physical challenges of dealing with its clunky mechanicals on a daily basis? Do you want to spend your time trying to tame the car, or using your car to help you tame the road? There are buyers for each type of car, but for our money, it's hard to pick this over some of the similarly priced competition.


We'd certainly want a slightly better interior for this kind of money, too. Not the fault of Saleen so much as Ford, but that supercharged powerplant and body kit can only draw so many customers. The 2007 model will get another 30 hp and a couple of other detail changes but none really addresses these concerns. The top-of-the-line S281 Extreme takes the power up another level still (to 550 hp) and incorporates similar (minimal) changes to the basic structure. At some point we see the law of diminishing returns here. Simply adding more horsepower won't cut it. Like we said about Dodge upping the power in the 2007 Viper to 600, we doubt most people were sitting around thinking, "the Viper would be just about perfect, if only it had another hundred horsepower." 


When all is said and done, this is one fine Mustang. It has the extra power, beefed up suspension and wild looks you'd expect from a $56,000 car. It certainly attracts attention and allows you to release your inner teenager whenever you feel the urge. It has the exclusivity that comes with the Saleen name. One potential problem is that Ford now offers its own hot rod Mustang in the form of the GT500. That car can be purchased at most any Ford dealer and has the added bonus of a longer warranty. There's also the Roush alternatives . And the new Shelby CS8 from Hillbank . 

But the biggest complaint for some of us is that for all it offers, the S281 is at its heart just a Mustang, albeit a much stronger one. Not that there's anything wrong with that, but when you start to push the power levels this high, you quickly start to see its limitations. It's still a bargain for the numbers you can post (high 12s in the quarter, 0-60 in 4.6 sec), but living with it as daily transportation comes at a higher price than the window sticker alone. And we don't just mean your high gas bills. The basics are a bit crude for the money and the firm ride, stiff clutch, vague shifter, oddly artificial steering, and hard-to-modulate throttle make this more of a chore than a treat. But then you see that cute blonde at the next pump do a double-take when she notices you and the car, and it all seems to make sense again. We're pretty sure buyers would get used to this Mustang's shortcomings in a hurry.

SALEEN S351

For the first four seconds, you feel like you're at the wheel of a dragster with a stuck throttle in a giant pan of cooking oil. Slipping and sluing, the tach builds revs in a needle-blurring burst through first gear, then second. Your toes curl around the top of the gas pedal, trying to feel for traction that isn't there. You've backed off to half throttle, yet both double-wide rear Dunlops churn in a fog of rubber smoke.
Then at about 60 mph, the shift to third puts things right. Finally, the available grip can absorb most of this car's horsepower. Pulling through 4000 rpm, the pancreas-flattening rush is awesome. Fourth gear is even better. The g's barely diminished by the rising aerodynamic loads, you're pinned to the Recaro seatback more forcefully than in anything short of an F-15 in full climb.
Just when you're ready to scream, through 5500 rpm, the power begins to flatten, but there's no point in going for fifth this close to the end of the quarter mile. Before you can ponder this any further, you're shooting past the finish on the high side of 120 mph, then standing hard on the brakes.


You can inhale now. The timing gear displays a 119.3-mph quarter-mile terminal speed, a number that's difficult to relate to the performance range of normal cars. Muscular production cars, like the Corvette, just crest 100 mph in the quarter mile; really fast ones, like Porsche's 911 Turbo, can even exceed 110. But tripping the lights at close to 120 mph is a whole other level of thrill. To a driver seasoned in conventional cars, it creates a sensation akin to teleportation. It's a feeling to which Saleen S351 R drivers first become acclimated, then addicted.
The R-Code Saleen S351 is far from a conventional car, even though it's based on a production Mustang. Steve Saleen likes it that way. This is a real production vehicle, not a one-off. And you can order one through any Ford dealer, or see it at any of the 75 Team Saleen Ford dealerships that keep the model in stock. Each is an emissions-certified vehicle as easy to buy as an Escort, albeit for a lot more money.

Performance is the single standout feature here. And that's been Saleen's obsession since he began tinkering in earnest with Ford's ponycar in 1984. Today his company offers three different models. On the bottom end is the S281 (coupe, convertible, or Speedster), a modest evolution of the new modular-engined Mustang GT. The next step up is the S351 (around since late '94), which adds a 5.8-liter/371-horsepower OHV V-8 engine to the mix, among a host of other performance and cosmetic items. Slap the R-Code option on that puppy, and horsepower jumps to a peak of 480. At the pinnacle of the line is the SR, which gives you all the R-Code S351 stuff and less. Less back seat, less cushy civility, and most of all, less weight. Roughly 300 pounds lighter, the SR is the strongest performer in the Saleen line; however, in our estimation it's too stripped down to serve as a daily driver.
That task is left to the far more civilized S351 R. It begins life as a humble '96 Mustang V-6, direct from FoMoCo. The unused V-6 is popped out and sold back to Ford, and a Saleen-engineered Ford 351 is dropped in. It breathes through a cast-aluminum manifold and is fed by sequential fuel injection. Saleen-spec TFS aluminum heads cap the iron Ford block. A hydraulic roller cam and roller rockers help cut friction; exhaust is ushered overboard via ceramic-coated headers, stainless converters and exhaust, then finally through a pair of Borla 2.5-inch mufflers. The 351 is mated with a heavy-duty clutch, a Tremec five-speed manual transmission, a special drive shaft, and a heavy-duty rearend with 3.55:1 gearing.
Chassis changes are all-encompassing. Additional structural bracing delivers better chassis rigidity and in turn, wheel control. Saleen/Racecraft struts go up front and mount to adjustable camber/caster plates to allow for new alignment and setup specs. A huge 1.4-inch-diameter front anti-roll bar is fitted, and it rides on firm urethane pivot bushings to further tighten body-roll characteristics.
The Mustang's live-axle rear suspension carries on with the help of Saleen's quad-shock system, and another sausage-thick anti-roll bar. Ride height is dropped significantly with the addition of variable-rate coil springs at all four corners. Finally, a set of Saleen-designed 18-inch Speedline magnesium wheels are bolted in place.
On the outside, Saleen wraps the Mustang in new front and rear fascias, bodyside cladding, and a rear wing-which in our experience, combine to create more thumbs-up approval from passers-by than free Duff Beer. The Saleen exudes toughness, without the elitist overtones of the European exotics that approach its performance.
The S351 is priced at $42,990. Come forth with another $6244, and you can ante up to the R-Code Package of our test car. Lift the hood of an R-car, and you'll be greeted by a beautifully polished aluminum Vortech belt-driven supercharger that pumps an extra 109 horsepower out of the engine. Normally aspirated, peak horsepower is 371 at 5100 rpm; with the pressure on, you're looking at 480 horses at 5500 rpm. Torque is similarly enhanced, swelling from 422 pound-feet to 487 at 3600 rpm. Other R-Code delights include recalibrated engine management electronics and pizza-size 13-inch front brake rotors clenched by huge four-piston calipers.
Settle into the firmly supportive Recaro driver's seat and turn the key, and the car rocks harder than a Northridge condo sitting squarely on a fault line. But tip into the throttle even a little, and the engine smoothes instantly.
Don't let this taste of civility mislead, however. Even with only 2000 rpm registering on the tach, a sudden stab of half throttle will fling your Slurpee clear into the back seat. Boost arrives progressively, but by 3000 rpm or so, the intensity of the power delivery demands your full attention. Experience in tamer cars such as the Dodge Viper or Corvette Grand Sport won't fully prepare you for what this Saleen has to offer.
Nor will they ready you for the Saleen's race-car-spec handling. With firm spring rates balanced by specially nitrogen-charged dampers, the S351 R has a stiff-legged ride. Stiff, but not often abusive. Snap it into a corner, and the S351 R turns in progressively, staying slot-car flat all the while. The Saleen's chassis is balanced toward a hint of understeer, which can be teased away with the always accessible power. Squeeze on more, and you can transition to glorious tire-burning, teen-cheering oversteer.
Our slalom testing confirmed the Saleen's remarkably good transient handling-and sheer speed-with a best run of 69.7 mph. If not for having to test at a track with less grip than our usual venue, it likely would have broken into the 70-mph range. The same slippery, weathered pavement netted a mediocre 0.89 lateral g reading on the skidpad and an unremarkable 127-foot stop from 60 mph. With better test conditions, we expect the S351 R's figures would improve substantially.

The same goes for acceleration numbers: Tippy-toeing off the line, we were able to get the Saleen down to 5.2 seconds 0-60 mph-only a bit better than the last '96 Mustang Cobra (5.5 seconds) we tested at another facility, and slower than our recent 5.0-second run in a Viper also tested elsewhere. The Saleen's quarter-mile elapsed time was 13.4 seconds-0.2 second behind the Viper, but almost a second ahead of the Cobra.
The most telling figure is the Saleen's terminal speed, which is relatively unaffected by low grip off the line. At 119.3 mph, the S351 R is the fastest production street car (not a tuner special) Motor Trend has ever tested in the quarter mile, outrunning even the Saleen SR prototype we drove last year. At the quarter-mile mark, the Saleen pulls away smartly from the 113.4-mph Viper, and accelerates away from the Mustang Cobra at a rate of 17.6 mph-like Carl Lewis at a full run.
That's teleportation. That's the Saleen S351 R.

SALEEN SR

Car specifications
Year of make     2000
Car make          Saleen
Model              SR
Price 
               
Performance
Top speed         325 km/h
0-60 mph          4.0 sec
0-100 kmh
0-100 mph         9.9 sec
¼ mile               11.8 sec @ 123 mph
60-0 mph           36 m
Fuel consumption 19.6/11.2 l/100km

Power output
Horsepower        505 bhp @ 5400 rpm
Torque               678 Nm
Transmition         6-Speed Manual


Body
Length
Width
Height
Ground clearance
Fuel Capacity
Weight                1406 kg


Engine
Type                  Supercharged V8
Displacement        5800 ccm
Compression ratio
Aspiration
Redline
Layout                 RWD
Location               Front-Engine


Tires & Brakes
Front tires
Rear tires
Brakes (F/R)
Brake size (F/R)