One of the most frequently-asked questions we receive here at Sherwood Ford, regards the difference between Stages and Phases in Roush Performance.
There’s just something about getting behind the wheel of a RS3 Mustang with a Phase 2 supercharger kit pumping out 727 horsepower and an incredible 610 ft-lb of torque. If you’re a little confused after reading that last sentence, that’s okay. There are many people who love Roush Performance vehicles, but don’t quite understand the differences between stages and phases. That’s where we come in. Join us here at Sherwood Ford as we take a look at the differences between Roush Performance stages and phases.
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Roush Performance Stages
If you have a 2015-2017 Roush Mustang, then it was built in one of four stages: RS, RS1, RS2, and RS3. The biggest difference between these stages is that the RS is a V6, the RS1 is an I-4, the RS2 is a naturally-aspirated V8, and finally the RS3 is the ROUSHcharged V8 engine. If you own a Roush Mustang made in 2014, the RS was a V6, while the rest all had a V6 engine in them. Basically, the stages of Roush Performance describe which type of engine lives underneath the hood of your vehicle. In addition to stages, Roush Performance vehicles also come in different phases.
Roush Performance Phases
If you were to order a Roush Stage 3 Mustang, it will automatically be equipped with a Phase 1 Roush Supercharger. With the Phase 1 supercharger, Mustangs made in 2015-2017 receive an immense horsepower and torque boost. Step on the accelerator and get ready to hold on as the 670-horsepower engine that cranks out 545 lb-ft of torque takes control. Like the Phase 1 supercharger, the Phase 2 supercharger boosts the horsepower and torque that the engine is capable of producing with 727 horsepower and 610 ft-lb of torque. The Phase 3 supercharger is only available on Mustang models made before 2015, and greatly increases the horsepower and torque rating as well.
So there you have it, the different stages of your Roush Performance vehicle tell you what behemoth of an engine resides underneath your hood, while the different phases available for these engines give your performance vehicle more, well, performance! If you have any other questions about Roush Performance, feel free to contact us here at Sherwood Ford. Our knowledgeable and friendly team members will always be more than happy to help you out.
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Everything you need to know about the 2020 ROUSH Stage 3
The 2020 ROUSH Stage 3 is the most powerful ROUSH Mustang to date! As most of you know, all ROUSH Mustangs start life as a Mustang born at Flat Rock Assembly plant. ROUSH purchases the vehicles to convert them into ROUSH Mustangs. The starting price for a ROUSH Stage 3 is $24,995 on top of the cost of the Mustang. There are 11 exterior color options to choose from and 4 options to choose from for the racing slash graphic (Matte Black, Silver, Red or no graphic.) View all the 2020 Mustang exterior color options HERE.
Each Stage 3 is based on a Mustang GT which is powered by the 3rd generation, 5.0L engine. The ROUSH TVS2650 Phase 2 Supercharger boosts the factory 460HP to a ground pounding 750HP! ’20 ROUSH Stage 3 Mustangs can be equipped with a 6-speed manual transmission for those who love throwing gears or a 10-speed automatic transmission.
All of this power is still backed by a chassis 3 year / 36,000 mile warranty and a powertrain 5 year / 60,000 mile warranty!
Velocity Blue ROUSH Stage 3 provided by: Tindol Roush Performance
The new Ford Mustang Shelby GT500 is one of the hottest cars you can buy right now. With a 760-horsepower supercharged V-8 and a host of performance-minded upgrades, it's the ultimate Mustang flagship, capable of outrunning virtually anything else on the road. But for people who have a passion for shifting their own gears, the GT500 has one fatal flaw: It's only available with a 7-speed dual-clutch automatic. The Roush Stage 3 Mustang fixes that problem.
Roush has a long history of building super-fast Fords. In addition to Mustang upgrades, the firm also sells equipment for F-Series trucks, as well as entire race-spec crate engines. The Stage 3 Mustang is one of the most extreme Roush packages available: Starting with a Mustang GT with the Performance Package, Roush adds its own Phase 2 supercharger and cold air intake, boosting the 5.0-liter V-8 to 750 horsepower and 670 lb-ft of torque—increases of 290 horsepower and 250 lb-ft over stock, respectively.
And that's not all. Roush adds a larger radiator, a transmission cooler, and a differential cooler to keep temperatures in check on track, and a recalibrated MagneRide suspension to better handle the extra thrust. Outside, you'll find an entirely new fascia, with a horizontally slatted grille, new badging, and a Roush-branded splitter. Out back, there's more Roush badging and an optional trunk-mounted carbon fiber wing. The car gets unique design alloy wheels wrapped in Continental ExtremeContact tires. The interior remains mostly stock, save for a Roush shift knob if you go for the manual transmission (or red-painted paddle shifters on the auto), and optional Roush-badged leather upholstery and a "race" steering wheel.
Thanks to Roush's partnership with Skip Barber Racing School, I was able to sample the Stage 3 Mustang's full capabilities at Connecticut's Lime Rock Park as part of the school's half-day training program. It was a muggy summer day, and the track was damp for our first session out—not the most confidence inspiring situation, especially considering this car's power figures. Despite that, the Stage 3 Mustang remained surprisingly approachable, with progressive, predictable power delivery and excellent balance.
By the second session, the track was mostly dried out, meaning even quicker lap times and higher top speeds. There's no getting around it: the car is a rocket ship. It's able to erase straightaways with ease, with plenty of great noises coming from the quad-tipped exhaust—a benefit of supercharging, which doesn't muffle the engine like turbos do. It made Lime Rock, an already tiny circuit, feel like a big autocross course.
Even with all that speed, the tight, grabby six-piston Brembo front brakes—which come standard on every Performance Package Mustang from the factory—didn't exhibit any fade. A well-calibrated pedal made them easy to modulate, and excellent brake feel made it a joy to get the car turned into a corner. Like the normal Mustang GT, the steering is quick and accurate, but devoid of feel, no matter which mode you choose.
The best part about the Roush Stage 3 Mustang isn't the massive power or handling prowess, though. It's the manual transmission. Having all that horsepower paired to an old-fashioned six-speed might seem overwhelming, but here, it's not. The power is there pretty much everywhere in the rpm range, meaning you can lap Lime Rock with some serious pace without ever having to shift out of fourth gear. As long as you're progressive with the throttle and smooth with your inputs, it won't bite you.
Since it's based on a current Mustang GT, the Roush package can also be paired with the 10-speed automatic (a conventional torque-converter unit, unlike the GT500's dual-clutch). The 10-speed doesn't feel nearly as well-matched to the rest of the car, shifting at inopportune times in automatic mode and taking a frustrating amount of time to respond to downshift requests in manual mode.
The lackluster transmission tuning isn't the only thing that nagged us on track. The traction control system is unchanged from the normal Mustang GT, and isn't nearly as sophisticated as it is in the GT500. That means early, abrupt cuts in power that upset the car's balance. And while we're griping, even with Roush's upgrades, the decidedly un-special interior had us longing for the GT500's excellent bucket seats, which offer a whole lot more lateral support than the items found here.
On the flip side, there's the price. The Stage 3 package costs $24,995 on top of a donor Mustang GT with Performance Pack, which starts at around $42,000. The combined total is about six grand cheaper than the starting MSRP of a no-option GT500. So while you might not be getting the Shelby's advanced traction management system, premium interior, or fast-shifting dual-clutch transmission, that price will get you a well-balanced 750-horsepower Mustang that's capable of hardcore track use. And most importantly, you can get it with a stick. For some people, that's what matters most.
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