50 states legal, the FP700 package is rated at 590 pound-feet (800 Nm) of twist. By comparison, the naturally-aspirated V8s of the 2024 model year Ford Mustang GT Premium with the Performance Package and sixth-gen Chevrolet Camaro 2SS 1LE develop 418 and 455 pound-feet. If you prefer metric units, make that 567 and 617 Nm, respectively.
Given that an FP700 weighs roughly 4,730 pounds (2,145 kilograms), we already know that it's too heavy to pose a threat in a straight line. Be it a good ol' dig or a rolling start, Ford's go-faster pickup doesn't stand a chance against either pony car.
The 'Stang and 'Maro are seriously close in terms of curb weight, for they are rated at 3,832 pounds (1,738 kilograms) and 3,823 pounds (1,734 kilograms). The Chevy might be playing second fiddle to the Ford in terms of horsepower (455 versus 486), but its direct-injected small block is torquier, partly because we're dealing with a 6.2er compared to 5.0 liters.
The 455-hp Camaro is much closer to the 486-hp Mustang from a rolling start, and the same can be said about the 700-hp FP700 compared to the Camaro. Throttle House then lapped the 1.37-mile Dunnville Autodrome in Canada to see which of them pony cars is better in the twisties.
Rather surprisingly, the Mustang GT with the Performance Package couldn't do better than 1:14.17, putting it between the FK8-gen Honda Civic Type R (1:41.41) and Dodge Charger SRT Hellcat Redeye (1.14:14). The Camaro? With Goodyear Eagle F1 tires at every corner (included in the 1LE package), the Mustang's archrival clocked a rather impressive 1:11.58, slotting between the Porsche Cayman GTS 4.0 (1:11.75) and C8 Corvette Z51 (1:11.53).
Truly impressive, for sure! But with the Camaro going the way of the dodo in January 2024, the Mustang will remain the only choice in the segment for the foreseeable future. According to hearsay, that would be until 2029 when the S750 is due to start production at the Flat Rock Assembly Plant.