Saleen's unique rear fascia features center-mounted exhaust, repositioned license-plate bracket, and four taillamps. Billet shifter and twin-gauge pod, displaying water temp and oil pressure, decorate the cockpit.
SALEEN AWAY
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."
For this test, 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 was the priciest of the group, but also the most 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. With the most horsepower of the group, the 3614-pound Saleen, at 10.8 pound/horsepower, also claimed the best weight-to-power ratio.
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, the latter a tenth quicker than the others'. 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, fell behind the Roush and Shelby, posting the least grip and slowest time. Observes Reynolds: "The Saleen exhibits a lot of understeer in these tests and seems the most resistant to rotation." The S281 was also the most resistant to stopping, needing 123 feet-seven more than the other two-to erase 60, a feat attributable to the 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.
But why did it place behind the Shelby?
All the judges deemed several of the Saleen's styling cues-namely, the front spoiler, the rear quarter-window treatment, and the chrome wheels-as too gaudy, while its hard-to-read gauges, squishy brake feel, and steep sticker price were graded inferior, too. All of which relegates the S281-3V to middle-of-the-pack status.
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