To make your 4.6 Mustang faster, you must upgrade the wheels and tires as well as the gearing ratio. Try a cold air intake and a tuner to boost your engine power. Don’t forget to switch to the Mustang aluminum driveshaft from the steel driveshaft. Lastly, use a better exhaust system and eliminate the excess weight from your Mustang.
Shelby GT500 Cobra Coupe 2D. $42,975. $20,674. Shelby GT500 Cobra Convertible 2D. $47,800. $21,533. For reference, the 2007 Ford Mustang originally had a starting sticker price of $19,995, with
Cars » Ford » Mustang » i V8 32V Cobra R (390 Hp) Ford Mustang IV i V8 32V Cobra R (390 Hp) technical specifications and fuel economy Ford Mustang IV i V8 32V Cobra R (390 Hp) has a urban fuel consumption of l/100 km | mpg US | mpg UK extra urban fuel consumption of l/100 km | mpg US | mpg UK Ford Mustang IV i V8 32V Cobra R (390 Hp) accelerates from 0 to 100 km/h in sec. The maximum speed is 280 km/h | 174 mph. Ford Mustang IV i V8 32V Cobra R (390 Hp) Technical information 4601 cm3 390 hp 287 kW sec 280 km/h 174 mph 1665 kg 3671 lbs Compare this car with other cars General information Brand : Ford Model : Mustang Generation : Mustang IV Engine / modification : i V8 32V Cobra R (390 Hp) Production start : 2003 year Production end : 2004 year Coupe type : Coupe Num. of Doors : 2 Num. of seats : 2+2 Fuel economy (consumption) Fuel consumption / economy - urban : l/100 km | mpg US | mpg UK Fuel consumption / economy - extra urban : l/100 km | mpg US | mpg UK Fuel consumption / economy - combined : Fuel consumption at Low speed (WLTP) : Fuel Type : Petrol (Gasoline) Fuel consumption at Medium speed (WLTP) : Fuel consumption at high speed (WLTP) : Fuel tank volume : 59 l | US gallons | UK gallons Fuel consumption at very high speed (WLTP) : Combined fuel consumption (WLTP) : Performance Power : 390 hp | 287 kW Max power in : 6000 rpm. Maximum speed : 280 km/h | 174 mph Acceleration from 0 to 100 km/h : sec CO2 emissions (WLTP) : Torque : 529 Nm @ 3500 rpm. Engine Engine position : Front, longitudinal Engine displacement : 4601 cm3 Engine oil capacity : Fuel System : Multi-point injection Aspiration / Turbine : Turbocharging Position of cylinders : V engine Valvetrain : DOHC Number of cylinders : 8 Number of valves per cylinder : 4 Compression ratio : Piston Stroke : 90 mm Cylinder Bore : mm All-electric range (WLTP) : Average Energy consumption (WLTP) : Max speed (electric) : Electric motor Battery weight : Recuperation output : System power : System torque : Transmission Wheel Drive : Rear wheel drive Number of Gears (automatic transmission) : - Number of Gears (manual transmission) : 6 Chassis Length : 4661 mm | in Width : 1857 mm | in Height : 1336 mm | in Wheelbase : 2573 mm | in Front track : 1530 mm | in Rear (Back) track : 1530 mm | in Minimum volume of Luggage (trunk) : 310 l Front suspension : Wishbone Rear suspension : Helical spring Max weight : Front brakes : Ventilated discs Rear brakes : Disc Kerb Weight : 1665 kg | 3671 lbs ABS : yes Steering type : Steering rack and pinion Power steering : Hydraulic Steering Tyres / Wheels Tire size : 245/40 R17 Compare this car with other cars Drivers reviews Back to Ford Mustang generations Reviews score ★ /0 reviews Appearance 5 stars 4 stars 3 stars 2 stars 1 star Comfort 5 stars 4 stars 3 stars 2 stars 1 star Performance 5 stars 4 stars 3 stars 2 stars 1 star Durability 5 stars 4 stars 3 stars 2 stars 1 star Maintenance cost 5 stars 4 stars 3 stars 2 stars 1 star Appearance 5 stars 4 stars 3 stars 2 stars 1 star 0 Comfort 5 stars 4 stars 3 stars 2 stars 1 star 0 Performance 5 stars 4 stars 3 stars 2 stars 1 star 0 Durability 5 stars 4 stars 3 stars 2 stars 1 star 0 Maintenance cost 5 stars 4 stars 3 stars 2 stars 1 star 0 Drivers photos Modifications V8 32V Mach I (305 Hp) V8 32V Cobra (320 Hp) V8 GT (263 Hp) V6 (190 Hp) V8 GT (215 Hp) GT (218 Hp) V8 Cobra (305 Hp) V6 (152 Hp) V6 (147 Hp) Models Mustang VI Mustang Convertible VI Mustang V Mustang Convertible V Mustang Convertible IV Mustang IV Mustang III Mustang Convertible III Mustang Convertible I Mustang I Mustang VI (facelift 2018) Mustang Convertible VI (facelift 2018) Mustang VI (facelift 2017) Mustang Convertible VI (facelift 2017) Mustang Convertible I (facelift 1971) Mustang Convertible V (facelift 2013) Mustang V (facelift 2013) Mustang Convertible V (facelift 2010) Mustang V (facelift 2010) Mustang I (facelift 1971) Product Description. Programmed ECU/PCM/ECM/Engine Computer Module for a Ford Mustang 2010 4.6L V8. -Standard 1-Year Warranty (3-year warranty option available) -Shipping available to both U.S and Canada (Call for Canadian Shipping) Low-cost 2010 Ford Mustang 4.6L V8, 100% money-back guarantee, includes one year warranty plus free shipping on× Looks like, you're using web browser we don't support. For better experience, please try Chrome, Mozilla Firefox, Opera, Safari or Edge. Statistics Ford Mustang V8 GT (228 Hp) 1998-2005 Average fuel consumption Ford Mustang V8 GT (228 Hp) 1998-2005 Average fuel consumption based on inCarDoc application data. Total Measurement Range: Distance 2616 km / 1626 mi Trips сount 235 Technical details: Engine volume l Fuel type Gasoline Horsepower 228 hp Transmission Manual Consumption: Source Urban Combined Сountryside OBD CarDoctor Real Statistics l/100km l/100km l/100km Official Specs l/100km N/A l/100km OBD CarDoctor Real Statistics mpg(US) mpg(US) mpg(US) Official Specs mpg(US) N/A mpg(US) OBD CarDoctor Real Statistics mpg(UK) mpg(UK) mpg(UK) Official Specs mpg(UK) N/A mpg(UK) Cars with similar engines
Research the 2006 Ford Mustang at Cars.com and find specs, pricing, MPG, safety data, photos, videos, reviews and local inventory. Under the hood of the V-6 model is the same 4.0-liter engine
Najważniejsze specyfikacjeFord Mustang Coupé 1998, 1999, 2000, 2001, 2002, 2003, 2004Jakiego rodzaju jest nadwozie, Ford Mustang IV?Coupé , 2 drzwi, 4 miejscJak szybki jest pojazd, 1998 Mustang IV V8 GT (263 Hp)?222 km/h | mph0-100 km/h: s0-60 mph: sJaką ma moc silnik, Ford Mustang Coupé 1998 V8 GT (263 Hp)?263 KM, 302 jest objętość silnika, Ford Mustang Coupé 1998 V8 GT (263 Hp)? l4601 cm3 cu. cylindrów ma silnik, 1998 Ford V8 GT (263 Hp)?8, V-kształtnyJaki jest układ napędowy, Ford Mustang IV Coupé 1998 V8 GT (263 Hp)?Napęd na tylne koła. Silnik spalinowy. SSW wprowadza w ruch tylne koła jest długość pojazdu, 1998 Ford Mustang Coupé ?4653 jest szerokość pojazdu, 1998 Ford Mustang Coupé ?1857 jest ciężar własny pojazdu, 1998 Ford Mustang IV V8 GT (263 Hp)?1530 miejsca w bagażniku, 1998 Ford Mustang Coupé ?310 cu. biegów ma skrzynia biegów, Jaki jest rodzaj skrzyni biegów, 1998 Ford Mustang IV V8 GT (263 Hp)?5, ręczna skrzynia biegów FordFord Mustang1994 Mustang GT (218 KM) V8 32V Mach I (305 KM) V8 32V Cobra (320 KM) V8 Cobra (305 KM) V8 GT (263 KM) V8 GT (215 KM) i V8 32V Cobra R (390 KM) V6 (190 KM) V6 (152 KM) V6 (147 KM)Specyfikacje techniczne Ford Mustang IV V8 GT (263 KM) 1998, 1999, 2000, 2001, 2002, 2003, 2004Podstawowe informacje Marka Ford Model Mustang Generacja Mustang IV Modyfikacja (Silnik) V8 GT (263 KM) Początek produkcji 1998 r Koniec produkcji 2004 r Architektura agregatu Silnik spalinowy Typ nadwoziaCoupé Liczba miejsc 4 Liczba drzwi 2 Wydajność Zużycie paliwa - Cykl miejski l/100 km US UK km/l Zużycie paliwa - Cykl pozamiejski l/100 km 24 US UK km/l Typ paliwa Benzyna Przyspieszenie 0 - 100 km/h s Przyspieszenie 0 - 62 s Przyspieszenie 0 - 60 mph (Obliczone przez s Prędkość maksymalna 222 km/h mph Stosunek masy do mocy kg/KM, KM/tonę Stosunek masy do Moment obrotowy kg/Nm, Nm/tonę SilnikMoc 263 KM @ 5250 obr./min. Moc na litr objętości roboczej KM/l Moment obrotowy 302 Nm @ 4000 obr./min. @ 4000 obr./min. Umiejscowienie silnika Z przodu, wzdłuż Pojemność silnika 4601 cm3 cu. in. Liczba cylindrów 8 Układ cylindrów V-kształtny Średnica cylindrów mm in. Skok tłoka 90 mm in. Stopień sprężania Liczba zaworów cylindra 2 Układ paliwowy Wtrysk wielopunktowy Aspiracja silnika Silnik wolnossący Ilość oleju w silniku l US qt | UK qt Lepkość oleju Zaloguj się, aby zobaczyć. płyn chłodzący l US qt | UK qt Objętość i waga Masa własna 1530 kg lbs. Minimalna pojemność bagażnika 310 l cu. ft. Zbiornik paliwa 59 l US gal | UK gal Wymiary Długość 4653 mm in. Szerokość 1857 mm in. Wysokość 1357 mm in. Rozstaw osi 2573 mm in. Rozstaw kół przednich 1535 mm in. Rozstaw kół tylnych 1540 mm in. Układ napędowy, hamulce i zawieszenieArchitektura układu napędowego SSW wprowadza w ruch tylne koła samochodu. Napęd Napęd na tylne koła Liczba biegów (ręczna skrzynia biegów) 5 Zawieszenie przednie wahacz poprzeczny Zawieszenie tylne sprężyna śrubowa Hamulce przednie Tarczowe wentylowane Hamulce tylne Tarczowe Systemy wspomagająceABS (motoryzacja) Układ kierowniczy Przekładnia zębatkowa Wspomaganie kierownicy Wspomaganie hydrauliczne Rozmiar opon 225/55 R16
Doing some hard pulls in the Mustang through Bucharest, enjoy.Car: Ford Mustang GT - 4.6L V8 (S197) 2008Video Recording: GoPro Hero7 (Black Edition)Audio Re
Greg Pajo and FordCar and Driver Over the years, we've tested a plethora of American muscle cars and have been there for each drastic refinement since the 1960s. Straight-line speed is one obvious improvement. And it's unfair to describe muscle cars as one-trick ponies, as they've started carving up corners at speeds unthought of even 10 years ago. Especially because some of today's Mustangs are fully-electric. But, if you're looking at a benchmark that accurately reflects how much a single model, such as the Ford Mustang, has improved over the past few years, you can't go wrong with the old-fashioned zero-to-60-mph time*. It's easily relatable and comparable, unlike a skid pad number or a Nürburgring lap time. Thanks to our extensive history of gathering our own performance data, we have decades of revealing numbers captured by our editorial staff that not only offer a unique look into a vehicle's evolution but also serve as a performance barometer of sorts for any given era. Jump in and flip through more than five decades of Mustang acceleration numbers pulled from some of the hottest (and not so hot) performance ponies ever strapped with C/D test equipment.*Acceleration times using 3-mph rollout, not our current rollout standard of 1 foot with the exception 2020 Ford Mustang Shelby GT500 and newer. Ford Mustang Convertible: seconds It’s easily the best thing to come out of Dearborn since the 1932 V-8 Model B roadster. But for all Ford’s talk of Total Performance, it’s still clear that the Mustang has been designed and built to a price. The necessity of meeting cost goals meant that it had to share a maximum number of components with other models in the Ford line. Out of this situation sprang the advantage of an extremely wide availability of options for the Mustang, selected from the Falcon, Fairlane, and Galaxie MUSTANG CONVERTIBLE TEST 1967 Ford Mustang GT : seconds You’d think that dropping an anchor like the 390 engine into the Mustang would overload the front end and make it handle like a real dog, wouldn’t you? The puristi will glance at the specs and hoot derisively at the percent weight distribution and tell you the rig will never fly, right? In truth, even we expected the Mustang 390 GT to plow like an Ohio farmer. It doesn’t. The car we tested had over 400 pounds more weight on the front wheels than the last Mustang we tested—a 271-hp 289. There have been no basic changes in the Falcon-inherited suspension, yet the Mustang 390 GT has balance and handling. FULL MUSTANG GT TEST 1968 Ford Mustang Coupe: seconds The Mustang engine was all business. No chrome air cleaner or valve covers. Just plain old blue paint. Even the headers were kind of pale blue. Right on top was a super-tall aluminum, two 4-barrel inline intake manifold with a pair of 540-cfm Holleys and a paper-element air cleaner. There it was, tunnel-port fans, right in front of our very eyes. The real thing. “Well, yes, this is your regular to 1 compression ratio, dry-deck, tunnel-port 302,” allowed Ford Man, still a bit defensive from the tire discussion. “How many do ya want?” FULL MUSTANG TEST 1969 Ford Mustang Mach I: seconds It may just be that this time the stylists have done too good a job. Look at the Mustang Mach I, and you expect miracles—drive it, and they are not forthcoming. The pieces are there—most of them anyway—but the sum is far short of its parts. FULL MUSTANG MACH I TEST 1971 Ford Mustang Boss 351: seconds To race or not to race? Ford has finally decided. Not to. With all the pressure from ecologists and auto-safety advocates, Ford was finding it impossible to justify dropping four or five million at the tracks every year where people could see it. So no more racing. That sort of leaves the Boss 351 dangling from the end of the limb that has been cut off. The main purpose of its existence has been to fulfill the SCCA production requirement so that the factory racers would have something from which to build a juggernaut for the Trans-Am. But if the factory isn’t going to race them, who will? FULL MUSTANG BOSS 351 TEST 1974 Ford Mustang II Mach I: seconds While the Mustang II shares some standard components with the Pinto, it is not just another version of that economy sedan—no more than the original Mustang was simply a Falcon. It has been built with the specific intention of coming into the market as a Super Coupe and, in terms of “feel,” it’s a success. As opposed to the sterile practicality and cost-trimming measures so dispassionately evident in American-made economy cars up to this time, the Mustang II in no way seems to be a cheap car. FULL MUSTANG II MACH I TEST 1976 Ford Mustang II Cobra II: seconds You can’t deny its initial appeal—a glorious sobriquet from the past, Carroll Shelby paint job, scoops, spoilers, white-letter tires, V-8 motor, and four on the floor. Sounds neat, but what you get is a mini Mark IV all dressed up in performance gear with nothing to make it go. Your mother-in-law deserves more than mph. To strangle a 302-cubic-inch motor down to a sickly 134 horsepower is an amazing—but embarrassing—feat of modern technology. FULL MUSTANG COBRA II TEST 1980 Ford Mustang Cobra: seconds First the bad news: The big motor’s gone. We say “big” with tongue firmly planted in cheek, because 1979’s 302-cubic-inch V-8 sucking life through a two-barrel straw was hardly what you’d call muscle bound. Nevertheless, this year’s plan is a smaller cylinder bore and less displacement to wring one more mile out of every precious gallon of gas. The new, 255-cubic-inch (4810 cc) V-8 also trims 25 pounds off front-end weight. What this costs you is roughly 10 horsepower compared with the 302 V-8’s 140 net horsepower output. Ford claims the change brings a fuel-economy improvement of mpg. FULL MUSTANG COBRA TEST HERE 1982 Ford Mustang GT: seconds Press on the Mustang’s gas pedal, and great things happen. An authoritative growl from under the hood is accompanied by screeches of rubber at the back of the car. This Mustang is at the moment the quickest machine made in America, and our internal sources at the Ford Motor Company suggest that efforts are afoot to keep Mustangs and Capris that way. FULL MUSTANG GT TEST HERE 1983 Ford Mustang GT: seconds The third-gen Mustang GT marked the start of a long climb out of the Dark Ages for American carmakers. Two oil shortages in the previous 10 years and the ratcheting up of emissions standards had diverted engineering resources into building smaller, more efficient cars. By 1983, though, the Camaro/Mustang performance race was on again. That rivalry was, like now, about more than just straight-line speed, so Ford also retuned the ’83 GT’s suspension for better handling and widened its Michelin TRX rubber for more grip. FULL MUSTANG GT TEST HERE 1996 Ford Mustang GT: seconds Now that the year-old redesign of the Ford Mustang has some miles on it, both Ford and the Mustang’s obsessed clientele are ready for a few important changes. A Mustang Cobra making more than 300 horsepower is certainly welcome. And finally banished from the ’96 Mustang GT is the ancient overhead-valve V-8, which—in various guises—has powered Mustangs since their inception. Certain purists may wail and gnash their teeth over this one, but it’s a transition we like. FULL MUSTANG GT TEST HERE 1999 Ford Mustang SVT Cobra: seconds Who ever thought a factory Mustang would command a price of $28,000? More surprising, who could have imagined that a Mustang would have an independent rear suspension? Well, the 1999 SVT Mustang Cobra lays claim to both those surprises and makes a strong case that the latter (abetted by a new 320-horsepower version of the four-cam, aluminum-block V-8) justifies the former. FULL MUSTANG SVT COBRA TEST HERE 2003 Ford Mustang Mach 1: seconds The Mach 1 earns its silver medal because it is brute fun. Drop the hammer, and with no especially refined technique, 60 mph is yours in a scalding seconds, just second behind a $34,750 SVT Cobra and the fastest time in this test by a full half-second. The first two shifts of the notchy box leave skid marks, and the fourth shift puts paid to 151 mph. FULL MUSTANG MACH 1 TEST HERE 2005 Ford Mustang GT: seconds It doesn’t happen often, but the hens in the henhouse sometimes kill the fox. That’s apparently what happened over at Henry’s glass henhouse in Dearborn. The GT’s SOHC modular V-8 now features 24 valves rather than 16. The three-valve heads permit an increase of 40 horses and 18 pound-feet of torque, although both improvements are realized at loftier revolutions. FULL MUSTANG GT TEST HERE 2010 Ford Mustang Shelby GT500: seconds Remember when 540 horses were enough to win Indy or set a Bonneville record? The Shelby lunges forward with a fearsome roar when you mash it, the acceleration making you startlingly heavy in the seat. Even so, Ford thought our quarter-mile was slow by a half-second, but after two test sessions in imperfect conditions—and after letting Ford’s own hot shoe take the wheel—we were unable to better the times. Ford figures the car should run quarters, maybe quicker. Maybe so—we await the proof. Meanwhile, it’s no quicker than a Chevy Camaro SS, which is about $17,000 cheaper. FULL MUSTANG GT500 TEST HERE 2011 Ford Mustang GT: seconds The 412 horsepower and 390 lb-ft of torque, the latter on a gloriously flat curve that peaks at 4250 rpm, are achievements. It’s enough to knock out a 60-mph sprint in seconds, and the quarter-mile in seconds at 109 mph, which are more or less Camaro SS times. Finally, a Mustang engine that doesn’t have to eat dust from a small-block. FULL MUSTANG GT TEST HERE 2013 Ford Mustang Boss 302 Laguna Seca: seconds Two. That’s how many times this author looked underneath the 2013 Boss 302 Laguna Seca to make sure some crafty Ford employee hadn’t replaced the solid axle with a fancy-pants independent-rear-suspension setup. It’s not as if the Boss were suddenly devoid of axle hop or radically more skilled at navigating off-camber curves and uneven pavement than are other current Mustangs, but Ford has finessed the stick axle to the point where it no longer spoils an otherwise good time. Still, we wanted to be 100 percent sure the company hadn’t slipped us a ringer. FULL MUSTANG BOSS 302 TEST HERE 2013 Ford Mustang Shelby GT500: seconds With a car like this, you inevitably focus on the numbers. The $54,995 GT500 coupe turns in a zero-to-60-mph sprint of seconds. Ferociously tall gearing means third gear is good for 140 mph and first gear is long enough to reach highway speeds. Even so, the quarter-mile passes in seconds. Slam a redline shift from second to third, and you’ll hear the rear tires chirp. We also saw an even g on the skidpad. FULL MUSTANG GT500 TEST HERE 2015 Ford Mustang GT: seconds With a six-speed manual sprouting up between the seats, the V-8 makes very short work of the first three gears. The accelerative rush is such that the somewhat cheesy Ground Speed label on the speedometer makes some sense, and the needle swings into triple digits very quickly. Zero to 60 mph is accomplished in seconds, and the quarter-mile lights tripped in 13 flat; our Mustang also hit 150 mph in well under 30 seconds. Also, there’s no Muzak version of the Daytona 500 played through the speakers in the Mustang. The GT’s V-8 soundtrack, although more subdued than we expected, is generated solely by combustion events and not electrons. We came away from this hushed GT thinking about refinement, not tinnitus. FULL MUSTANG GT TEST HERE 2016 Ford Mustang Shelby GT350 / GT350R: / seconds Not that the new Shelby isn’t quick, but it’s not a dedicated quarter-mile eater, either. The base GT350 reaches 60 mph in seconds after a somewhat difficult launch and does the quarter-mile in seconds at 117 mph. Perhaps not stunning numbers these days, but the test car did weigh 3796 pounds. With its 18-pound carbon-fiber wheels and stickier Michelin Pilot Sport Cup 2 tires, the R (at 3710 pounds) makes it to 60 in seconds and through the quarter-mile in seconds at 119 mph. Guess what? Porsche 911 GT3 drivers don’t jump up and down about drag-strip times. Stats that matter to them more are skidpad grip and braking distances. There, the 350 and 350R pull g and a startling g, while stopping from 70 mph in 152 feet and 146 feet. Ford’s priorities become clear when you check the track-sheet data. FULL MUSTANG GT350 TEST HERE 2018 Ford Mustang EcoBoost: seconds The Ford Mustang's punchy turbocharged inline-four EcoBoost engine was available with its own Performance Pack for the 2018 model year, and like today, comes with a 10-speed automatic. If you recall, the last EcoBoost we tested was a 2015 example that had four fewer gears to mess around with. The extra speeds help in a straight line, as the 2018 EcoBoost goes from zero to 60 mph in seconds flat. That's an improvement of seconds over the 2015 model. FULL MUSTANG ECOBOOST TEST HERE 2019 Ford Mustang Bullitt: seconds We've been in love with the Ford Mustang Bullitt since we first saw it on screen with Steve McQueen. Instead of making us pine for our own, Ford sent one for a 40,000-mile long term test, and we recently got our car out to the test track. It makes good use of its 480 horsepower on the way to 60 mph in seconds. It's slower than the less powerful GT to 60 mph because the Bullitt comes with a sweet manual transmission with a cue-ball shifter, a concession that's worth the half-second loss. FULL MUSTANG BULLITT TEST HERE 2020 Ford Mustang Shelby GT500: seconds 2021 Ford Mustang Mach 1: seconds A 480-hp all-motor throwback, the Ford Mustang Mach 1 is what's leftover now that the Bullitt and Shelby GT350 have been discontinued. The Mach 1 has 20-hp more than the standard Mustang GT, uses the six-speed manual transmission from the GT350, but will also offer a 10-speed automatic. Our test car used the proper six-speed, and sticky Michelin Pilot Sport Cup 2 tires for a acceleration run to 60 mph. Although not as quick as the GT Performance Package 2 or GT350, the Mach 1 trailed behind by only a couple tenths of a second. FULL MACH 1 TEST RESULTS 2021 Ford Mustang Mach-E: seconds Fords use of the Mustang name for its all-electric crossover was controversial. The dual-motor Mach-E we tested has 346-hp, but unlike previous Mustangs, you can't hear any of it. It tipped the scales at 4856 pounds; the heaviest Mustang ever. It's to 60 mph beats the 300-hp fifth-gen Mustang GT and went from 50–70 mph in just seconds. We managed 350 miles of highway range in this all-wheel-drive Mustang, and whether you agree with the name or not, saddle up because the Mach-E won our EV of the Year award for 2021. FULL MACH-E TEST RESULTS A Brief History in Zero-to-60-MPH for the Chevrolet Corvette This content is created and maintained by a third party, and imported onto this page to help users provide their email addresses. You may be able to find more information about this and similar content at
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