Saleen S281

With a nip here, a tuck there, and a few strategic augmentations, automotive cosmetic surgeon Steve Saleen has transformed the Ford Mustang GT's already attractive body into a ravishing head-turner he calls the Saleen S281. By this miracle of modern automotive medicine, that alluring girl-next-door has been sculpted into a supermodel. And like a supermodel, looking good is what the S281, dubbed "an affordable Saleen," does best; while it offers all the show of Saleen Performance Cars' more pricey offerings, it delivers little additional "go" over a new SOHC V-8-powered Mustang GT.

The S281 name comes from optimistic rounding up of the SOHC modular V-8's 280.3-cubic-inch displacement. Over the Mustang GT's 215-horsepower, the S281 claims a seven-horse boost from a new Saleen-branded air cleaner and a Borla exhaust system; torque is said to be unchanged. Although a new shift linkage boasts a 30-percent-shorter throw, any gains in gear-changing speed are lost due to stiffness, and after a few runs down the dragstrip, we feared the S281 would give us carpal tunnel syndrome.

Despite costing about $10,000 more than a stock SOHC-powered '96 Mustang GT and boasting a lower 3.55:1 axle ratio (up from the stock 3.27:1) and stickier tires, the S281 bested its unmodified sibling by but 0.1 second in the 0-60-mph sprint: 6.9 versus 7.0 seconds. The S281's 15.3-second quarter-mile run topped the Mustang GT's best effort by 0.2 second, but its 89.8-mph trap speed was 1.2 mph slower. So, not only would Saleen's lowest-priced pony be humbled by the Chevrolet Camaro Z28 and Ford Mustang Cobra, the S281 would be hard-pressed to beat the cheaper front-drive Mitsubishi Eclipse GS-T and Honda Prelude VTEC in road-course time trials.

In handling tests, the S281 recorded 0.92 g on the skidpad, 68.6 mph through the slalom, and 120 feet for 60-0-mph stopping distance. All three marks are nothing short of stellar, but they dull in comparison with the stock Mustang GT: The S281 was only 0.05 g better in lateral acceleration, a mere 0.7 mph faster through the slalom cones, and, despite $2100 of brake hardware upgrades, stopped just four feet shorter from 60 mph. That's not much better than we'd expect from fitting wider, grippier rubber alone.

Suspension changes include shorter, stiffer springs (up 100 pounds per inch in front, 40 in the rear) that drop ride height 1.25 inches, partially to lower the center of gravity, but largely to enhance appearance. Also fitted are stiffer struts and shocks, urethane anti-roll bar bushings, and urethane upper strut mounts. When combined with the other changes, a stouter front anti-roll bar (up 31/48-inch in diameter) significantly increases the S281's tendency to understeer, though too little understeer isn't one of the stock Mustang GT's problems. Also fitted to the front axle were Saleen/Alcon brake calipers with 13-inch rotors, while the rears remain stock. Highway ride is vertebrae-compressing rough, and its low-slung front spoiler scrapes the road in harder corners. Also, this Saleen tended to track along concrete freeway grooves and suffered from some dartiness under braking.

Cosmetically, the S281 gets a unique front fascia, side skirts, and rear valance, all made of high-impact urethane; a composite rear wing; and 18x8.5-inch five-spoke aluminum-alloy wheels fitted with optional Dunlop SP Sport 8000s, 255/35ZR18s front, 285/35ZR18s rear (up from stock's top optional tires, 245/45ZR17 Goodyear Eagle ZR45s). This wheel/tire package is the automotive equivalent of spiked heels: seductively attractive, but they hurt your back. Saleen also performs what he terms a "high-performance alignment," essentially optimizing (but not radically changing) alignment specs.

Interior changes are limited to the aforementioned shift lever, Saleen registration plate, and a set of white-face Saleen gauges, including a 150-mph speedometer, the last 10 or so mph of which are unnecessary unless you're running downhill.