When Ford unveiled the new 2010 Mustang at the Los Angeles Auto Show in November, marketing chief Jim Farley promised that the next chapter in the Mustang saga will be presented in January at the Detroit Auto Show.
That time has arrived, and it will stand to reason for someone who has been monitoring the Mustang trend over the past number of years that it is the Shelby GT500.
The latest GT500, such as the earlier models, is by far the most powerful production manufacturing Mustang ever.
The GT500, like the more mundane Mustangs, is a mechanical progression of the earlier model. The insights acquired from producing the limited edition GT500 KR went straight into the next Shelby-badged variation, much as Ford utilized the current-generation Bullitt model as the starting point for the 2010 Mustang GT.
The supercharged 5.4L V8’s output has been increased to 540 horsepower and 510 lb-ft of torque, and the handling is said to be better than before.
Like the previous GT500, this one has a more aggressive style, especially in the front, and many of the same detailed components. The grille’s horizontally mirrored trapezoidal design on the upper and lower front fascias is supposed to evoke the oval shape of Shelby Cobras from the 1960s.
The top grille is angled forward farther than the GT, and the grille surround is completely detached from the hood.
On older Mustangs, the leading edge of the hood forms the top frame of the grille, however, the new GT500 has an extra chunk of bodywork there.
The GT500 still retains a working air extractor under the hood, enabling some of the tremendous heat created by the blown V8 to escape. The power dome of the V6 and GT has been replaced by a smoother bulge that now covers the majority of the hood. The driving lamps remain in the lower fascia, as they did in the previous version, leaving the grille region free for air movement.
The snake insignia has shifted from the right to the left side of the grille, as careful viewers will notice (when viewed from the front).
A set of multiple-size tailpipes border the diffuser and might be used to fix your local water main the next time it bursts. The Shelby badging along the trunk-trailing lid’s edge now spans the width of the distance between the taillights, since it did originally a 2005 concept.
New ten-spoke alloy wheels with a smaller spoke arrangement than formerly support the GT500’s nevertheless excessive bulk (we’ll get back to that). Coupes and convertibles share the same design but are built-in diverse colors and shapes.
The rag-tops use a cast 18-inch wheel, while the closed-roof models get a forged 19-inch design.
To compensate for the larger size, the forged version is both stronger and lighter than the smaller wheel. The forged wheels’ spoke sides are machined, which helps to minimize bulk without compromising strength. AOL Autos: Ford Taurus Redesign.
Internally, the cloth interior has been redesigned with pairs of lengthwise contrasting lines that mimic the stripes that run the upper half, as well as purdy finish on the side solidifies, gear lever, parking braking boots, and steering wheel. The conventional white cue-ball shift knob has been enhanced with two black stripes running parallel to the shaft of the swing arm shifter. All of this is irrelevant because none of these interior upgrades make the GT500 quicker, turn better, or stop better.
We’ll have to search in the engine area for it. The engine is still a dual cam 5.4L V8 with a supercharger. Knock sensors, the previously stated cold-air intake, and a reduced restriction exhaust system are among the new improvements to the power plant. The modifications increase the power from 500 hp at 6,000 rpm to 540 hp at 6,200 rpm. The twisting force increases from 480 lb-ft at 4,500 rpm to 510 lb-ft at the same maximum speed.
Unfortunately, the cast-iron engine block remained unchanged. The aluminum block used in the Ford GT supercar included a dry-sump system that cannot be accommodated in the Mustang. As a result, the iron block from the F-150 was combined with the upper end of the GT engine, increasing the car’s weight to nearly 3,900 lbs. As a result, the GT500 is simultaneously the heaviest and the most powerful Mustang.
To assist minimize fuel consumption, the top two gears in the new GT500’s gearbox have been numerically reduced. A two-plate clutch, as previously stated, is responsible for transmitting all driving torque from the engine to the gears. The clutch plates’ diameter has been enlarged from 215 mm to 250 mm. Ford was able to minimize clutch pedal effort while enhancing torque transmission capabilities as a result of this.
The Tremec 6-speed gearbox sends all of that power through a controlled slip differential with a 3.55:1 final drive ratio. The front axle springs on the 2010 GT500 are 17 percent stiffer, while the rear axle springs are 7 percent stiffer. The coupe’s forged alloys are covered in Goodyear F1 Supercar rubber in 255/40R19 front and 285/25R19 rear sizes. The front Brembo four-pot calipers are maintained, and the GT500 has the same standard electronic stability control as other Mustangs for 2010.
The ESC in the new GT500, like in the GT with the Performance Kit, is always turned on when the car is activated, but it may be switched off or set into Race mode. In Race mode, the ESC permits more slides before acting.