The engine is linked to a SPEC clutch, which we found to be finicky. Its feel was OK during normal driving, but there seemed to be too little release, or air gap, and that caused problems when we tried to powershift. On the bright side, it never slipped or broke. Gears in the transmission are manipulated with a Steeda shifter, and the 8.8 gearing has been bumped to 3.73s.
Steeda believes it has the best suspensions in the business, and its success comes from production-based race experience and by working with engineers and customers. For this special model, the company went with its Sport Springs, camber adjusters, control arm relocation kit, bumpsteer kit, adjustable endlink kit, G-Trac brace, strut tower brace, billet trailing arms, and Tokico D-Spec dampers. It also has Steeda-spec antiroll bars, a Panhard bar, and a three-point frame and torque box brace kit. Essentially, this is the same as what we sampled in the December '05 issue when we tested Steeda's Q 400.
The chassis and suspension did fine during the limited seat time on the dragstrip and the Moroso 2.25-mile road course. Acceleration was awesome, but in the turns, oversteer was the prominent characteristic, at least on the 20s. It remained very flat, and we could sense the steering was responsive, but the tires limited how hard we could push. We didn't get to drive it on sticky R-compound tires, which would have been matched better to the power and suspension.
"We are the leaders in production-based racing," says Orlando, "We use science and real-world testing to achieve the desired character-istics and ride quality. There are formulas to get you in the ballpark, but we use skidpad data, along with actual driving impressions on the street and track when developing a new sus-pension. Working through the Ford/SEMA technology transfer program and, with Tokico, we arrived at rates that are about 30 percent stiffer than stock; otherwise it will be too stiff for the road."
Mechanicals aside, this Mustang is flat-out racy. The bodywork is clearly '00 SVT Cobra R-inspired, and like the R, it's functional and good looking. Up front is a low chin spoiler, er, splitter, which, at speed, helps plant the nose with downforce. Its lines follow the factory curves, and the openings can be fixed with air ducts or lighting. The cowl hood is also designed to enhance aerodynamics, and control underhood pressure and flutter found at speed with the stock hood. As for the towering rear wing, it forces the tail into the track and is a touch smaller than the one found on the '00 R. Some may find the pack-age overly aggressive, but we love it.
Steeda didn't forget to pamper the occupants, either, as the seats have been reskinned to match the paint, and the aforementioned Steeda shifter has been installed along with Steeda gauges. There's plenty of billet, too.
Overall, we enjoyed our short drive in the limited-edition Q 525. According to Orlando, it is slated to sell for under $60,000, and that impressed us. That includes the 1-year Steeda warranty.
The author heats the BFG 295/35/18-inch...
The author heats the BFG 295/35/18-inch Drag Radials prior to an 11-second blast in the Q 525. Testing was done in Florida at Moroso Motorsports Park.
A 5th Generation MP 112 hybrid...
A 5th Generation MP 112 hybrid MagnaCharger acts as jewelry, but provides over 10 psi of boost. The unit is standard on the Q 525, but can be purchased in kit form from Steeda. It is matched with 60-pound injectors and the necessary tuning software. One benefit is the front entry inlet, which allows owners to keep their existing air inlet package.
Accoutrements on the inside...
Accoutrements on the inside include a Steeda shifter and knob, white-faced gauges, an A-pillar mounted boost and fuel pressure gauges, custom upholstered seats, and some billet bling.
The rear of the Q 525 is racy...
The rear of the Q 525 is racy with the tall airfoil perched above the decklid.