The biggest difference between this 2010 and the old model first introduced in 2007 isn't the power and torque bump (from 500 HP and 480 Lb-Ft to 540 HP and 510 Lb-Ft), but rather the fitment of better suspension and particularly a whiz-bang stability control system that doesn't just make driving the live rear axle muscle car safer, but also much faster.

How does it do that? Not just by controlling wheelspin on the rear axle due to an overly enthusiastic right foot, but also by reigning in understeer. That means you can hold a tighter line in corners which, in turn, means you can go faster.

The system's got three modes: everything on, traction off, and full traction and stability off. It's that middle mode that you'll want to drive the GT500 in most of the time. It allows seven to eight degrees of rear wheel slide before intervening to stop you slamming into a tree. Yes, your ability to posture masculinely on the internet is reduced by admitting you use stability control, but it's just way more fun to drive the car like this. Not only because the car doesn't understeer so much, but also because you're free to really beat on the engine without worrying too much about bodywork repair bills.

Exterior Design: ☆☆☆☆☆
I'm an unrepentant euro car snob, but I love the 2010 ‘Stang's looks and they're even better in aggressive Shelby form. That huge grill, the hood-mounted air outlet, the dark wheels, the functional rear wing with a Gurney lip; all that just exudes menacing purpose. I literally dream about driving the GT500 down desert roads at night, all car commercial style. Now if I could just grow a five o'clock shadow it'd be perfect.

Interior Design: ☆☆☆
Some decent shapes and the huge Sync screen is nice but the interior just doesn't belong in a $48,175 car. The cue ball shifter is cheesy, the polka dot dash inlays are tacky, the seats feel cheap, the flimsy black plastic belongs in a ‘90s economy car. Worst of all, the steering wheel doesn't telescope so, thanks to my 34-inch inseam dictating my seat position, I'm stuck extending my arms fully to reach the steering wheel. This is not only uncomfortable, but is detrimental to car control too. At least the steering column is high enough that my long right leg can clear it for heel and toeing. We'd gladly sacrifice gimmicks like lighted door sills and changeable color clocks for a telescoping wheel. This applies to all Mustangs. Ford, you really have to fix this.

Still, the Mustang has a usable back seat and a big trunk. Can you name another 500+ HP two-door that does the same? Not for this money you can't, it's actually a fairly practical car.

Performance: ☆☆☆☆☆
How's driving a 540 HP Mustang on summer tires in 38-degree rain on winding roads in the Adirondacks? You'd probably guess frightening, sphincter tightening or at least white knuckled but I'm going to go with "fun."

Driving in California in the summer we said the new GT500 could keep up with AWD cars in corners. In these conditions it wouldn't, but it's a hell of a lot more involving. There's just a lot to be said for the feeling you get when you slowly squeeze the accelerator towards the floor out of a wet corner, correct a slide safe in the knowledge computers will take over if things get too crazy, hear the supercharger whine scream louder and louder, grab third then stay flat into fourth and then the hood full of overnight ice flies up onto the windscreen completely blocking your vision as you get close to the 155 MPH speed limiter. You still have to drive the GT500, it just does what you tell it now.

Even on warm, dry, smooth roads the GT500 has a hard time putting its power down completely, hence the somewhat disappointing 4.3-second 0-60 time for a car that weighs 3,917 Lbs, yet has all that torque. In October in New York the Shelby will spin its wheels under power all the way through fourth gear if you're not smooth with the throttle.

Ride and Handling: ☆☆☆☆
For 2010 the GT500 gains firmer springs and stiffer dampers all round. Intended to reduce roll, squat and dive, they enable a thinner front swaybar, spec'd to dial out some more understeer. The steering shaft is also stiffened with stronger couplings. All this transforms the GT500's handling but it remains a relatively unsophisticated setup with front struts and a live axle rear, so it can't work miracles. Handling is improved, but the ride is stiffer. But do you really expect a 540 HP Mustang to ride like a Jaguar?

The previous cars understeer, then snap oversteer has been cured by this arrangement as has its tendency to float around imprecisely rather than behave like a sportscar. Even without the stability control system, this would be a drastically better car to drive, but the system elevates it to an entirely new level. As expected, you're going to have trouble putting your power down on wet, cold, bumpy roads, but now the slides those conditions produce are predictable and controllable.

Toys And Tech: ☆☆☆☆
It's got the latest version of Sync, our favorite sat/nav communication thing operated through a huge eight-inch touchscreen. Unlike OnStar you actually get a map to look at and you don't have to talk to Jimmy Joe Bob from Arkansas in order to get directions somewhere in New York. Even I can connect my phone to for hands free use, but don't tell Ray, "I'm Driving" is my favorite excuse to ignore his calls. Sync and the huge screen alone are worth five stars, but I'm subtracting one because Ford considers MyColor a legitimate Toy on a car designed for adults.

Value: ☆☆☆
Not only is the GT500 the cheapest car you can buy from a major manufacturer with 540 HP, but it's basically the $79,995 2009 Shelby GT500KR for $30,000 less. We like to think of the GT500 as the working man's supercar, but numbers aside, it's not much more fun to drive than the 2010 Mustang GT with the Track Pack, yet costs $18,000 more.

Overall: 80%
Fast, fun, challenging, rewarding, great looking but suffers from the regular Mustang's crappy interior and struggles to offer more than numbers over the cheaper GT. Despite all that, we'd love to own one of these. The Shelby GT500's combination of power, control, practicality and looks is completely unique.

Suitability Parameters: Who Should Buy This?
● Speed Merchants
● NASCAR Dads
● Penny Pinchers shopping for supercars
● Jalopnik Road Test Editors

Suitability Parameters: Who Shouldn't Buy This?
● Poseurs
● Treehuggers
● High Falutin' City Folk

Also Consider:
● Chevy Corvette: better handling, even worse interior, just as fast

● Dodge Challenger SRT/8: a competitor in looks only

● Camaro Z/28 (if/when it happens): All speculation at this point, but if it gets the LS9 it'll be faster

● Mustang GT with Track Pack: just as much fun if quite a bit slower

Vitals:
Model Year: 2010

Make: Ford

Model: Shelby GT500

Trim: N/A

Price, Base/As-Tested: $48,175/$48,175

Engine: 5.4-liter supercharged, 32-valve V8

Horsepower & Torque: 540 HP @ 6,200 RPM, 510 Lb-Ft @ 4,500 RPM

Transmission: 6-speed manual

Curb Weight: 3917 Lbs
0-to-60: 4.3 secs (manufacturer quoted)

Top Speed: 155 MPH (limited) 
Crash Testing, Front/Rear/Side: *****/*****/*****

Fuel Economy, EPA: 14/22 MPG

According to Shelby, their carbon-fiber hood is the only CF hood in regular production (we're guessing the ZR-1's polycarbonate panel disqualifies it from consideration?) and that all the required federal testing and so on adds to the cost. Also, evidently, keeping the prices high — and demanding all damaged KR parts be returned before new parts are shipped — prevents just anyone from slapping a KR hood or other parts on their base Mustang.

Whatever their rationale, the fan forums went understandably nuts. In response, the price of the hood will be reduced to $9,700 and Shelby is reconsidering the prices of other carbon-fiber components. We love the KR, but that still seems like a lot of money for Ford parts.

[Spokentorque.com, Team Shelby via Autoblog]

In 2010 Shelby Automobiles continues to bring you the Shelby GT500 Super Snake package for your existing Shelby GT500. The upgrade will offer several performance options in excess of 700 horsepower and sleek looks only Shelby can bring you based on Ford's exciting new GT500 design. This package is limited in volume.

Package Price: $29, 495 (630 HP), $33, 495 (700+ HP)

Standard Features:
• Shelby/Ford Racing Whipple 630 HP supercharger
• Shelby/Super Snake hood with pins
• Carbon fiber body components
• SHELBY deck lid letter kit
• Super Snake badging (front grille and front fenders)
• Sequential tail lights
• Shelby Super Snake striping
• Front and rear brake duct kit
• Quarter window scoops or block-offs
• CSM consecutively numbered dash plaque and engine plate
• Shelby Super Snake door sill plates
• Light bar with third brake light (convertible)
• Shelby/Baer 6-piston caliper front brake system and rear rotors
• Borla cat-back exhaust system
• Shelby/Ford Racing suspension w/ adjustable damper
• Short-throw shifter
• Cold air intake system
• Custom drive shaft (700+ horsepower package)
• 3.73:1 differential
• 20" Shelby/Alcoa Super Snake wheels and Pirelli P-Zero tires
• Shelby three piece floor mat set
• Aesthetic engine kit with billet fluid caps and dip stick handle
• Center gauge cluster with Autometer Carroll Shelby signature carbon fiber faced gauges
• Aluminum Shelby map light accent and satin door lock knobs
• Shelby embroidered headrest
• Center console with Shelby logo

Options:
• Shelby/Ford Racing Whipple 700+ HP supercharger
• Shelby/Kenne Bell 725 HP supercharger (black or polished)
• Shelby/Baer 6-piston caliper rear brake system
• Shelby/Eibach adjustable coilover suspension
• Shelby/Eibach sway bars
• White ball billet short-throw shifter
• Shelby/Kicker stereo upgrade
• Shelby performance cooling package
• Two-tone leather interior upgrade
• Two-tone leather console cover
• Perforated leather seat inserts
• Shelby Super Snake faux rear gas cap

2010 Shelby GT500 Super Snake

2010 Shelby GT500 Super Snake

2010 Shelby GT500 Super Snake

2010 Shelby GT500 Super Snake

2010 Shelby GT500 Super Snake

2010 Shelby GT500 Super Snake

2010 Shelby GT500 Super Snake

2010 Shelby GT500 Super Snake

2010 Shelby GT500 Super Snake

2010 Shelby GT500 Super Snake

2010 Shelby GT500 Super Snake

2010 Shelby GT500 Super Snake

2010 Shelby GT500 Super Snake

2010 Shelby GT500 Super Snake

2010 Shelby GT500 Super Snake

2010 Shelby GT500 Super Snake

2010 Shelby GT500 Super Snake

2010 Shelby GT500 Super Snake

2010 Shelby GT500 Super Snake

Like the 2010 Ford Mustang GT, this new GT500 isn't an all-new car, but rather an extreme development of the previous platform. That old 2007 Shelby GT500 set the world alight with its 500 HP, 480 Lb-Ft 5.4-liter supercharged V8, offering an unprecedented level of straight line performance — running the quarter mile in the low 12-second range — for just $41,675. But it was a one trick pony, floating with dangerous imprecision around corners and offering very little feel on its way to spinning at the slightest provocation. Driving that car was an exercise in point and shoot: slam on the brakes, drive slowly around the corner, then stomp on the gas once the steering's pointed straight. According to both Ray and Ford representatives, I'm the only person in the world who actually liked its kill-you-at-the-slightest-mistake personality.

This 2010 model couldn't be any more different. Starting with the $79,995 2009 Shelby GT500KR, Ford's SVT engineering team set out to make a friendlier, faster package that could defy its muscle car roots and genuinely compete, in more than a straight line, with real super cars costing many times its $48,175 price tag. Compared to its predecessor, the new GT500 gains stiffer springs both front and rear along with firmer damping, intended to reduce roll in corners, dive under braking and squat under acceleration. New 19" wheels and bespoke Goodyear F1 Supercar tires boost grip. Revised aerodynamics mean downforce is up and drag is down. Thanks to a cold air intake and other tweaks, power and torque are up 40 HP and 30 Lb-Ft, respectively. Combined with a change in rear differential ratio from 3.31 to 3.55 and longer fifth and sixth gears, acceleration is improved from 4.6 to 4.3 seconds to 60 MPH and fuel economy on the highway is boosted 2 MPG to 22 MPG.

We didn't get 22 MPG while driving the 2010 GT500. There's two approaches you can take to going fast in this Shelby: work hard or take it easy. The first is more fun; take advantage of the new-found control to finish shedding the immense speed as you enter a corner, hit the redline downshifting, get on the throttle, use the power to get the front end around then bounce off the rev limiter before grabbing another gear. It's a dramatic approach that would have sent you off the road in the old car and it'll still scare the crap out of your passengers. That 540 HP is now eminently exploitable thanks to the increased grip and greater feel, but it arrives at 6,200 RPM, just 500 RPM before the redline, meaning it's difficult to blend gears together up-shifting under maximum acceleration on the road. That's not made any easier by the short shift on this Tremec TR6060 6-speed; already a somewhat notchy gearbox, the newly lost length in throw can make shifts slower than you'd hope, blunting otherwise outrageous acceleration.

The other way to drive the GT500 is by taking advantage of the 510 Lb-Ft of torque, which peaks at 4,500 RPM, to hold a gear higher than you'd normally think possible at this pace. Driving smoothly like this is probably faster, taking advantage of the new-found grip and composure to tackle corners smoothly, but still incredibly quickly. This is now more than just a muscle car, its A-to-B mountain road pace has just moved up with some of best AWD cars — the GT500 can exploit its all-conquering power just as competently, but with a bit more drama.

Part of that much-increased ability is down to Ford's new AdvanceTrac stability control system. Combined with the new clutch — a very light throw, but it engages too far up the stroke — AdvanceTrac makes the GT500 a very friendly car; you could now safely lend it to a less-than-talented driver and stand greater than 50:50 odds of seeing it in one piece again. Like many similar systems, AdvanceTrac has a "Sport" mode that's a good halfway house between the no-fun, fully-on mode and the you'd-bettter-be-paying-attention, fully-off. Sport allows a reasonable amount of slip from either front or rear wheels before reining them in to boost speed and safety. The system even helps avoid understeer, to which the chassis is now biased. Turn everything off and throw the GT500 into a corner too fast and it'll push the front. Trail braking or stomping on the gas will, of course, counteract this; at which point the slide is still controllable with hefty application of countersteer. For a 540 HP, RWD car, this new Shelby is is a baby, both forgiving and easy to drive fast.

That new control isn't apparent on the drag strip. On a cold, greasy strip, into a 20 MPH headwind, this drag racing neophyte wasn't able to turn in a time faster than 13.7 seconds. Despite the standard launch control — run through AdvanceTrac, so it's on if the system is — and even with traction control switched on, I couldn't stop the rear wheels spinning up under full throttle all the way through third gear. Experienced racers were able to turn in 12.3-second figures, which were very impressive given the conditions. Without AdvanceTrac the result was more dramatic, but much slower.

It's hard to get this far into a review of a Mustang without talking about the live rear axle. The 2010 Shelby GT500 still uses one. It's this piece of throwback mechanical componentry that critics center their anti-Mustang arguments around and that Ford inexplicably continues to use, even at this price point. While the live rear axle still does define the Mustang's unique character, it doesn't appear to provide much limitation now that the rest of the package is so refined. You can see it jumping up and down underneath the rear when the GT500 runs the 1/4 mile and you can feel it spinning away back there in corners, but you'll be more focused on using the excellent steering feel and adjustable chassis to care.

In fact, the only place where that live rear axle rears its ugly head is while doing burnouts; axle tramp is still so incredibly violent you'll be convinced you've broken the car every time the rear wheels spin up for more than three seconds. Now though, despite the new power, the GT500 isn't likely to find itself doing that unless you really want it to.

Special thanks to: Garage419!

If you built a rip-snorting, ball-busting, brain-maiming muscle car, don't apologize for its consumption. Celebrate it. Be proud a car which brings so much joy gets atrocious fuel economy, it reminds everyone else how sad their choice of an economy car is. Shoveling a long-winded press release at the world, telling us how the new Mustang GT500 gets 2 MPG better, somewhere in the 16/22 MPG range, is like listing the specs on the Titan rocket and talking about how environmentally friendly the paint is — nobody cares, nobody.

540 HP, 510 lb-ft of torque, six-speed manual, better clutch, better handling, eye-watering acceleration. Talk about this, don't greenwash a car designed to set the world on fire.

The regular series production 2010 Mustang and 2010 Mustang GT were unveiled last November at the 2008 LA Auto Show only a few short months before the Shelby, but their development went hand in hand over the course of 3 years. Ford has literally been in the stink for a while now, and to task its engineers and designers with creating a new Mustang halo car without giving them a new chassis to work with proved to be difficult, but as evidenced, was entirely possible.

SVT engineers did their part, by making the 2010 Mustang Shelby GT500 virtually invisible once you hit the go pedal. With 540 HP and 510 lb-ft of torque, the Shelby envelops itself in enough white tire smoke to make your eyes water; or are those tears? Don't be ashamed, this is the type of power that'll make a grown man weak in the knees; make him forget about his wife and kids; possibly even kill. Trust us, we've seen it happen.

We had the chance to sit down for a few minutes with SVT elitists; Jamal Hameedl, Chief Nameplate Engineer and Kerry Baldori, Chief Vehicle Engineer; while we were at the Detroit Show. They walked us through some of the engineering challenges that arose when trying to squeeze an additional 40 horsepower and 30 lb-ft of torque from the existing supercharged and intercooled 5.4-liter dual overhead cam V-8 engine while aiming for an additional 2 miles per gallon. The biggest and most enhancing addition was through the use of a cold air induction system that relocated the Shelby Cobra emblem to the left side of the front grille.

They also told me about the suspension tuning that they performed on the car, lessening its skateboard like ride, replacing it with a more seated, controlled ride. This was helped with the addition of Goodyear F1 Supercar 19-inch tires (18-inch on the 'vert) and re-tuned spring and damper settings that have been optimized for better roll control, giving the driver more confidence when doing anything but sitting there and looking pretty.

When it is sitting there looking pretty, it's doing it with reason, history and passion. Just ask Rob Jensen, 2010 Mustang Shelby GT500 Lead Designer. His job, and the other legions of designers that worked on the car, was the biggest challenge and one that Ford has been asking its designers to tackle on a number of recent programs. We mentioned before that Ford was in the stink, meaning one thing when it comes to new vehicle development; cut costs. The biggest cost cutting measure; one that likely has the Mustang faithful cheering, but the rest of us sulking; is the re-use of the existing chassis. This limits the designers greatly by predetermining most, if not all, hard points in the design. This sort of re-use strategy happens all the time in the auto industry; look at the 2010 Taurus, it looks great but would you know by looking at it that it's based on the old Ford 500 that debuted in 2005? They did a great job with the Taurus, but it was no visceral muscle car that Ford needed in order to compete with the upcoming 2010 Chevy Camaro and 2009 Dodge Challenger. It was no Mustang.

We tip our hat to you Mr. Jensen, for taking the Mustang to heart and truly giving us something that fits within the rehashed retro pony car wars as well as aiming its sights at the new 2009 Nissan 370Z and 2009 Hyundai Genesis Coupe. Jensen took an equal blend of retro, high-tech and badass and put in the Blendtec blender to ask the question, "Will it blend?" Hell yeah, it'll blend. One look at the 2010 Shelby GT500 and you know something is different, yet eerily similar. Take a closer look and you'll start to see the little nuances that separate the new car from the old, the Shelby from the GT and the GT from the base model. It's lost weight in all the right places, it's gained a hint of GNC-induced muscle mass and it just doesn't look as clumsily large as the other two domestic ponies.

As with any design; vehicle, product or otherwise; it all starts with a sketch. Whether it be with a pencil or pen; napkin or paper; stylus, tablet and computer; it has to be translated from the designer's head into a language that all can understand and read. Below is an assortment of Rob Jensen's sketches and renderings that eventually led to the development of 3D math models that live entirely in the tube, scale and full size clay models used for styling validation and then to the final tooling for the car that we'll eventually see tearing up the streets and causing massive headaches for the Mopar and Bowtie boys. This definitely isn't the same old Mustang and we've just proved it.

[robjensendesign via idsketching, Ford]

Some may not appreciate the $149,995 price tag, but for a super rare Shelby (just 100 examples) good for 750 HP with a fiberglass full-tilt front end, no rear seats and a quasi-drag setup this is one of the meanest street-legal vehicles to come with a warranty. Not to mention, it looks insane.

Stick around for the joke at the end, with Shelby once again reliving one of the best moments in American automotive racing history.

[Source: StreetFire]

Named for the Top Fuel drag racer, Don "The Snake" Prudhomme, who drove for Shelby in 1968, the Shelby GT500 Super Snake Prudhomme Edition features a whole listed of custom modifications. Aside from the 750 horsepower (800 on race gas) Kenne Bell-supercharged 5.4-liter V8, the car features a fiberglass full-tilt front end, Shelby rear drag wing, eight-point roll cage, six-piston front brakes, rear seat delete, coilover springs and Bogart wheels all in a street legal package you can purchase for $149,995. If that seems a bit high for you, Shelby will allow you to bring your previously purchased GT500 in and they'll do the retrofit for a much lower price of $99,995. Production will be set at a very limited 100 examples...oh and if you didn't catch it before, it's STREET LEGAL.

Shelby Press Release:

Shelby Automobiles, a wholly owned subsidiary of Carroll Shelby International Inc. (CSBI.PK) has returned to drag racing with a limited edition Prudhomme Edition Super Snake package for the Shelby GT500 Mustang. Carroll Shelby and Don "The Snake" Prudhomme unveiled the program during a private reception at the Wally Parks NHRA Motorsports Museum in Pomona, Calif. The drag racing inspired 800 horsepower post title package was a collaboration between Shelby Autos and Don Prudhomme, who successfully drove a top fuel car for Carroll Shelby in the 1968 NHRA season.

Each year, the Automobile Club of Southern California holds a dinner to support the Wally Parks NHRA Motorsports Museum on the first night of the Kragen O'Reilly NHRA Winternationals. In honor of the fortieth anniversary of the first race that Mr. Prudhomme drove for Carroll Shelby, the Shelby Autos team unveiled the new drag racing package that they developed together over the past year.

"Don is an exceptional drag racer and I'm proud that he drove my first Top Fuel car in 1968," noted Carroll Shelby. "By leveraging Don's experience, we turned a really good car into a great drag racer that will beat up on the MOPAR and bow tie brigade right out of the box."

The program is a post-title package for 2007-2010 Ford Shelby GT500 cars already in the hands of owners. To create the Prudhomme Edition Super Snake, Shelby Autos pumps up the 5.4L supercharged engine to produce 800 hp on race fuel or 750 hp on 93 octane pump gas. The Shelby includes a Kenne Belle modified air intake sticking out of the hood in the tilt front end, a five-point Impact safety harness and a Borla side exhaust system. A front and rear adjustable BMR racing suspension and drag tires are included to improve traction during launches; optional street tires are available. For a more aggressive stance and improved aerodynamics, side lower rockers are incorporated. Only 100 total packages at $100,000 (not including car) will be offered.

"Working with Don on this project was a great experience for our design team," noted Amy Boylan, president of Shelby Automobiles. "Carroll and Don earned their stripes in competition over the years, so we had to build a car that would continue their racing domination. Our Prudhomme Edition GT500 Super Snake builds on that legacy and gives Shelby enthusiasts today a way to rule the quarter mile in their town."

By the mid-1960s, Carroll Shelby and Don Prudhomme were both at the top of their respective games. Prudhomme was one of the winningest Top Fuel drag racers in the country. Shelby was a racer-turned-builder of Cobras, GT40s and Mustangs who won endurance and road racing championships worldwide. His company even offered drag racing packages for privateers to compete in their Cobra or Shelby Mustang on the strip.

"The Snake" and the Cobra's creator teamed in 1968 for an NHRA ride. Prudhomme's Ford Cammer-powered rail made its debut as "Shelby's Super Snake at the 1968 Winternationals. He won the race and drove the rest of the season under the Shelby banner.

Don "The Snake" Prudhomme's successful racing career included winning the NHRA funny car championship four times. He was the first funny car driver to exceed 250 mph. In 1994, he began managing his own racing team, which won the Top Fuel championship in 2002 and 2003. Prudhomme was inducted into the Motorsports Hall of Fame of America in 1991 and the International Motorsports Hall of Fame in 2000.

"It's been a great opportunity to work with Carroll and the Shelby Autos team on this amazing program," added Prudhomme. "I'm honored that Carroll gave me this honor to build a car that's true to his legacy and my efforts to move them across the finish line first. The car can be tuned to deliver over 800 horsepower on race gas, which should pretty fast. It's a well sorted out package that is capable of dusting the competition in the Shelby way."

The Prudhomme Edition Shelby GT500 Super Snake is intended to be truly a road and track car.

"The thing I really think is cool about this car is that you can drive it both on the track and on the street," added Prudhomme. "It reminds me of how drag racing used to be back in the day when we would drive our cars to the drag strip, race them, and drive them home at the end of the day. That's maybe the neatest thing about this car."

[via autoblog]

Based on the recently redesigned 2010 Mustang, the 2010 Shelby GT500 features a revised 5.4-liter supercharged V8 pumping 540 horsepower and 510lb-ft of torque through its meaty veins. The blue-oval boy’s performance division, SVT, has provided the new engine with a re-geared twin-disc clutch six-speed manual transmission with a new 3.55 rear gear in order to harness the additional torque which is now up 30lb-ft from the previous generation car. While the 2010 Shelby GT500 is surely capable of trouser soiling speeds, Ford has electronically limited its top speed to 155mph.

The suspension is retuned for added performance with the inclusion of new dampers, springs and anti-roll bars. The rear solid axle remains, but according to SVT, the ride and handling is much improved resulting in a less jarring ride than the previous car. Once again Brembo supplies the four piston calipers and SVT has included a new stability control system with an on and off feature as well as a new Sport mode that allows for electronically supervised hoonage.

The 2010 Shelby GT500 receives the redesigned bodywork of the 2010 Mustang, but has managed to slip out of the doors with a new set of headlamps (HID optional) and a new, deeply sculpted front fascia with a larger upper grille. The Cobra badge has switched sides, but still plays for the same team; moved due to a cold-air intake system that is feed through an opening on the right side of the upper grille. A new power domed hood features heat extractors on its leading edge. The GT500 Coupe receives 19-inch wheels while the Convertible gets a set of smaller 18-inch wheels to lessen unsprung weight and improve the overall handling and stability of the roofless model. Regardless of which model you choose, the wheels will be wrapped in sticky 255mm wide Goodyear Eagle F1 Supercar tires. The rear fascia receives a larger lower diffuser with much larger exhaust tips as well as a larger rear spoiler featuring a functional Gurney flap.

Read the full press release below:

2010 FORD SHELBY GT500 PACKS MORE POWERFUL PUNCH

• Ford’s Special Vehicle Team (SVT) delivers a more powerful 2010 Shelby GT500 increased
to 540 horsepower, torque increased to 510 foot-pounds, downforce increased and drag
reduced

• New gearbox enhancements, plus a standard 3.55:1 rear axle ratio, mean the 2010 Shelby
GT500 will deliver improved acceleration performance, while providing better highway fuel
efficiency

• Aggressive new exterior design features new functional details, such as the hood extractor to
remove heat from the engine and “Gurney Flap” spoiler to tune rear downforce; world-class
materials and craftsmanship create the most unique GT500 interior yet

• 2010 Shelby GT500 will be in dealer showrooms in spring

DEARBORN, Mich., Jan. 1, 2009 – The new 2010 Shelby GT500 delivers the most power and
refinement ever for a Ford SVT-tuned performance Mustang – and a few surprises, too.

“The 2010 Shelby GT500 demonstrates Ford’s continuing commitment to high-performance
vehicles,” said Derrick Kuzak, Ford group vice president, Global Product Development. “In
addition to the numerous performance and refinement improvements inside and out, the 2010
Shelby GT500 is an estimated 2 miles per gallon more fuel efficient on the highway.”
“We’re proud of the many of the enhancements that were developed jointly by the Ford and
Shelby Automobiles team last year that we’ve now incorporated into the new 2010 Shelby
GT500,” said Carroll Shelby, founder of Shelby Automobiles. “Building on what we learned to
create the Shelby GT500KR, this new car offers a great combination of power, handling and
braking. It is truly a special car that is a great deal of fun to drive.”

Ford’s Special Vehicle Team used the gains made on the 40th anniversary edition Shelby GT500KR “King of the Road” Mustangs as the performance starting point and built from there. The design team, with a nod to the original Shelby Cobras from the 1960s, takes those design cues even further with nuanced improvements in both the coupe and convertible, each of which boasts a more-refined interior.

“Working together on the KR, the Ford and Shelby teams developed new systems to continually
improve the iconic Mustang,” stated Amy Boylan, president of Shelby Automobiles. “Those
lessons learned are incorporated into the 2010 Shelby GT500. This approach will help maintain
Mustang’s leadership position at the front of the pack and make the ownership experience even
more enjoyable.”

“The muscle car segment is becoming even more competitive,” said Jamal Hameedi, chief
nameplate engineer for SVT. “We need to uphold the Mustang badge with honor, the Shelby
badge with honor and most importantly the Ford badge with honor. The 2010 GT500 is the car
that will do all of that.”

More horsepower, more refinement, more functionality
The combination of added horsepower, refinement and functionality makes the 2010 Shelby
GT500 a unique high-performance car. The 2010 Shelby GT500 delivers more horsepower and
more torque than the outgoing model, thanks in part to advancements pioneered on the
GT500KR.

The 2010 Shelby GT500 is powered by a supercharged and intercooled 5.4-liter dual overhead
cam V-8 engine expected to produce 540 horsepower and 510 foot-pounds of torque. The
redline is 6,250 rpm. The car’s aluminum power dome hood not only adds to the Shelby’s
appearance, it helps cool the engine through a hood extractor.

The Shelby’s open-element air induction system features a conical air filter instead of a flat-
panel closed system to reduce air restriction. This approach allows more air to be pumped
through the engine, producing more power and increasing the engine’s efficiency.

A cold-air intake feeds the coolest air possible directly into the air box, helping further increase
horsepower. The intake necessitated moving the Cobra snake badge to the other side of the grille
to enable maximum airflow.

The twin-disc clutch on the six-speed manual transmission has been significantly upgraded,
improving drivability and NVH. The discs on the 2010 Shelby GT500 are larger – 250 mm in
diameter compared with 215 mm in diameter on the outgoing model – and made of copper and
fiberglass to make them more robust.

A unique component of the twin-disc system is the control of the intermediate disc. Rather than
floating, it instead has six straps that control the engagement of the clutch, improving drivability.

The 2010 Shelby GT500 offers customers improved straight-line acceleration, plus fuel savings
when cruising on the highway in the top gears. Gears 1-4 remain the same, but fifth gear
changes from .80 to .74 while sixth gear goes from .63 to .50, meaning that the 2010 Shelby
GT500 will turn lower engine RPMs in those gears and deliver improved fuel efficiency. The
new final drive ratio, from 3.31 to 3.55, enables the improved acceleration in lower gears while
complementing the revised fifth and sixth gear ratios.

The Shelby’s distinct sounds will be apparent as always, though with new refinements, thanks to
the work of the Noise, Vibration and Harshness (NVH) team. A patented resonator placed
between the air filter and engine throttle body helps keep unwanted noise in check.
“You still hear the supercharger but not so that it’s intrusive,” said Kerry Baldori, chief
functional engineer for SVT. “It’s the same with the exhaust. You want people to know you’re
driving something special, but you don’t want an exhaust note that overpowers the whole
interior.

“We spent a lot of time getting the right sound quality out of the exhaust so you get that nice,
crisp Shelby sound outside and a pleasant sound inside the cabin. It’s a nice balance; one isn’t
overpowering the other.”

Driving dynamics also are improved, thanks to SVT’s signature chassis tuning as well as new
19-inch Goodyear F1 Supercar tires and forged aluminum wheels on the 2010 Shelby GT500
coupe and 18s on the convertible.

Spring and dampers have been optimized for better roll control, giving customers more
confidence when braking, accelerating or turning. The new chassis tuning takes its philosophy
from the KR program, with a greater emphasis placed on primary body control.

The team also stiffened the steering shaft.

“All our changes were about making the car to respond as fast and as predictable as possible,”
Hameedi said. “The 2010 Shelby GT500 conveys an athletic, confident feel. The shifter, clutch
pedal, brake-pedal efforts and overall steering efforts are easier now. We wanted to make sure
we had a nice, crisp short-throw shifter that was easy to go from gear to gear.”

The Goodyear F1 Supercar 19-inch tires have been upgraded, too. SVT members developed a
“recipe” for the attributes and characteristics they wanted in the tire, which Goodyear’s team of
engineers, designers and manufacturers brought to life. The result is better grip, better handling
and better NVH properties, leading to a better customer experience.

The wheels themselves complement the high-performance nature of the 2010 Shelby GT500.
The 19-inch wheels are forged aluminum wheels milled on both sides. The extra machining
process creates “blade” spokes with very thin, yet strong, cross-sections. The spokes have a
specific curve from the rim to the hub, not only for strength, but also to accentuate the offset and
width of the tires.

The 2010 Shelby GT500 features AdvanceTrac, Ford’s stability control system with several
options for performance. The default “on” mode accommodates every-day driving, and a Sport
mode delivers for those wanting to put the Shelby GT500 through its paces on the track. The
system also can be turned completely off, although the anti-lock brake system and other active
safety systems remain in place. Standard safety equipment includes: dual stage front air bags,
side-impact air bags and Ford’s Personal Safety System.

Numerous aerodynamic upgrades, including a redesigned splitter, were made to the front end of
the 2010 Shelby GT500.

“We worked hard to get as much downforce with as little drag as possible,” Baldori said. “We
worked to seal off the air that comes in the front so it can’t go underneath the car. We spent a lot
time sealing components such as the radiator and intercoolor to get rid of all the leak paths.

“The result of this evolution of aerodynamics is we’ve increased downforce, reduced drag and
improved the overall efficiency of the 2010 Shelby GT500.”

Directing the air so it’s used most efficiently was a painstaking process that ultimately will be
rewarding to customers. The design of the front fascia and the car’s “flush” hood helps focus air
flow. The top grille focuses air into the radiator, with a rubber flap inside the engine
compartment helping to seal the system. The lower grille helps cool the intercooler. SVT
engineers also went as far to block off specific diamonds in the front of the 2010 Shelby
GT500’s distinctive grille to help maintain the correct cooling and aerodynamic balance.
A meaner, reskinned snake ready to take to the streets

The 2010 Shelby GT500 is the most-robust design and most-distinctive model of the new 2010
Mustang lineup. “The design we chose was a ‘flush’ hood where the fascia defines the entire
front of the vehicle,” Hameedi said. “That’s very hard to execute from an engineering
standpoint, but it really sets the Shelby off as very, very different from the base Mustang.”

“This epitomizes the ultimate Mustang,” added George Saridakis, Exterior Design manager of
the Mustang and Shelby GT500. “It’s all about power and expressing power.”

Saridakis said his team took a cue from the Shelby AC Cobra 427 with respect to the front
grilles, which are gaping and appear ready to swallow the road.

Another obvious difference for the Shelby is the addition of racing stripes, which also will now
be available on the convertible. “Racing stripes made their mark on 1960s-era Ford performance
vehicles,” Hameedi notes. “That’s something we feel is a key part of the Shelby performance
DNA – maybe more so than some of our competition.”

Rounding out the Shelby’s exterior modifications are the unique signature coiled Cobra badges
on the front grille and front fenders, a more aggressive front splitter and lower-drag rear spoiler,
which added to improved aerodynamic features, round out the exterior modifications. “We
wanted the spoiler raked back aggressively to minimize drag, but we also have an integrated
Gurney Flap that provides the downforce,” Saridakis said.

What’s inside counts with the 2010 Shelby GT500
The base 2010 Mustang received a powerful new interior design. For the GT500, the interior
design team members challenged themselves to raise the bar even higher to create the ultimate
Shelby Mustang interior.

Using genuine materials such as real leather in all seats, real aluminum on the instrument panel
and Alcantara inserts on the seats and steering wheel gave the appearance a precisely crafted,
jewel-like yet functional feel. “You’ll definitely know you’re in a Shelby,” said Douglas Gaffka,
Chief Designer, Shelby GT500.

The genuine aluminum finish panels have a unique-to-GT500 three-dimensional dimpled texture
pattern inspired by racing clutch plates, braided hoses and cross-drilled racing brake rotors. The
pattern has been painstakingly tuned to compensate for the compound curvature of the
instrument panels. In addition, the “GT500” logo has been discretely engraved into the
aluminum in front of the passenger as a nod to classic Shelby Mustangs of the 1960s.

This unique aluminum finish panel is fully encapsulated by an exquisite soft seamless TPO
(Thermoplastic Olefin) instrument panel with a shape that resonates with Mustang’s powerful
heritage. The center stack flows into the console and features a sub-flush shifter trim ring, flush
cup holder door and lockable console stowage featuring the word “SHELBY” engraved in its
Satin Liquid Chrome release button.

All 2010 Mustangs and Shelbys feature bright 360-degree rings surrounding the gauge cluster,
uninterrupted by the steering column. These rings will come in chrome for the Mustang and a
Satin Liquid Chrome finish for the GT500. This finish is featured throughout the interior. An
intricate cobra is etched into the center of the aluminum steering wheel badge. The Shelby
Cobra appears at startup on the navigation screen, and the familiar red “SVT” logo utilizes new
ambient lighting to illuminate the door scuffplate.

“When customers drive this car, they’re not only going to be impressed by the performance and
the Shelby heritage, but they’re going to see all these carefully designed details and know
they’ve bought a well-crafted car,” Saridakis said.

Even the classic white shift knob – an icon of Shelby Mustang DNA from years past – received
special attention. First, it had to be the traditional white. It also had to be specific to the Shelby.
The answer was to combine the racing-stripes theme with the traditional “H” pattern found on
shifters to create a one-of-a-kind knob. Like the exterior, the racing stripes wrap from end to
end, encircling the knob.

Wide suite of standard features on the 2010 Shelby GT500

The 2010 Shelby GT500 includes several Ford innovations and industry-exclusive standard
features, including:

• SYNC: The voice-activated hands-free in-car communication and entertainment system
developed by Ford and Microsoft. The system fully integrates most Bluetooth-enabled
mobile phones and digital media players, providing customers hands-free cell phone and
music selection capabilities – plus new 911 Assist and Vehicle Health Report provided with
no monthly fees.

o 911 Assist: When a phone is properly paired, turned on and connected to SYNC, the
system is ready to assist in placing a call directly to a local 911 emergency operator in the
event of an air bag-deploying accident. The key advantage of SYNC 911 Assist is speed,
as calls are placed directly to local 911 operators.

o Vehicle Health Report (VHR): SYNC gathers relevant information from the major
vehicle control modules and packages diagnostic data into a usable format in a matter of
minutes. That data packet is sent to Ford via an 800-number automatically dialed using
the customer’s paired and operable mobile phone.

• Ambient Lighting System with MyColor™ allows drivers to customize the interior lighting
of the vehicle to suit their mood. The enhanced MyColor system features seven base colors –
ice blue, purple, blue, orange, red, white and green. Customers also can create 125 custom
colors by mixing the red-green-blue palette.

Available options:

• Voice-Activated Navigation with SIRIUS Travel Link™ is an industry-leading technology
that will provide users with a unique, information-rich in-car experience. The suite of data
services includes up-to-the-minute real-time traffic data with accident and incident
information for 78 markets, coast-to-coast weather data including current conditions and
five-day forecasts and fuel price information for more than 120,000 gas stations. SIRIUS
Travel Link also offers sports scores and schedules and a listing of more than 4,500 movie
theaters with movie times, theater addresses, movie synopses and more.

This combination of outstanding performance coupled with a fresh, exciting, well-crafted interior
intensely focused on improving the entire experience will make the 2010 Shelby GT500 even
more sought after, and a fitting addition to a long and proud history.

The 2010 Shelby GT500 will be in dealer showrooms in spring. The cars will be built at the
Auto Alliance International Plant in Flat Rock, Mich.

When the first Shelby GT500 hit the streets, the accolades rightfully flowed – it was a substantial bang for the buck. It was fast, it looked tough and it had that marvelous supercharger whine. The thing was, unless you were oblivious to danger or a trained professional driver, the GT500 was out to kill you. It was a white-knuckle automobile under dry conditions and downright murderous in inclement weather. This was certainly part of the draw, that unapologetic, swaggering badassery, but even for our irrational inner speed freak, it was too much at times.

With the 2010 Ford Mustang Shelby GT500, the blue oval's SVT boys are aiming to bring you more of that swaggering badassery with less of the terror and with a modicum of actual comfort. With the new hardware, Ford took lessons learned with the Shelby GT500KR and adapted them to the new GT500. Power is up to a whopping 540 HP and 510 lb-ft of torque as a result of tuning and air flow improvement. With 30 lb-ft more on hand, that power is routed through a re-geared twin disc clutch six speed manual to a new 3.55 rear gear. Ford will only commit to a “significant improvement in performance” and an electronically limited top speed of 155 MPH. Aftermarket tuners, you hear that? Get to work.

The suspension tuning gets the big boy treatment with new dampers, springs, and anti-roll bars. Though still using a solid axle, Ford claims road composure, ride and handling are much improved over the outgoing model. We'd be happy if all they did was upgrade the tuning from “kidney pounding, expansion joint skipping ” to “stiff but composed.” Brakes remain four piston Brembos but the stability control system gets a new sport mode in addition to on and off; Sport being tuned to let you have a lot more fun but ultimately protects you from yourself.

Inside and out, the operative words at SVT for 2010 were quality and refinement. The new Shelby shares the styling changes with its lesser Mustang cousins, but upgrades abound.

Outside the new GT500 uses a different headlight cluster (HID optional) to maintain a more aggressive look set in a deeper front fascia and larger grille opening which are styling carryovers tweaked for the new car. The signature Cobra logo shifts sides in order to accommodate a cold air intake routed directly into the grille. At the rear the new spoiler is topped with a functional Gurney flap and there's a new rear diffuser down below. The result is a shift in the center of pressure towards the front for a more stable ride at speed. Both coupe and convertible get new wheels, 18's on the convertible, and 19's on the coupe, each shod in 255 mm wide Goodyear Eagle F1 Supercar tires. Expect paint schemes to range from mild to wild, as we've seen one dubbed “Superman” which puts bright red racing stripes over light blue paint, the effect is both obnoxious and iconic.


Ford addressed customer complaints of an interior not unique enough over the standard 'Stang with a GT500 only trim. The perforated metal dash insert takes inspiration from under hood heat shields while the leather seats get sewn-in racing stripes to match the striped on the car, whatever color you pick. Satin trim replaces chrome throughout and the short throw shifter is topped off with beefy cue ball sporting molded-in racing stripes. Key points were augmented with sound deadening while the exhaust note is tuned for better feedback, despite that, the car weights in at only 20 lbs more than the outgoing model. In all it's a much nicer work environment and we can't wait until we replace that silly “new car smell” with “burnt rubber.”

The 2010 Ford Mustang GT500 will be making its worldwide debut at the 2009 in a few days, and it'll be available in Ford dealers spring 2009. Read the full press release below:

2010 FORD SHELBY GT500 PACKS MORE POWERFUL PUNCH

• Ford’s Special Vehicle Team (SVT) delivers a more powerful 2010 Shelby GT500 increased
to 540 horsepower, torque increased to 510 foot-pounds, downforce increased and drag
reduced

• New gearbox enhancements, plus a standard 3.55:1 rear axle ratio, mean the 2010 Shelby
GT500 will deliver improved acceleration performance, while providing better highway fuel
efficiency

• Aggressive new exterior design features new functional details, such as the hood extractor to
remove heat from the engine and “Gurney Flap” spoiler to tune rear downforce; world-class
materials and craftsmanship create the most unique GT500 interior yet

• 2010 Shelby GT500 will be in dealer showrooms in spring

DEARBORN, Mich., Jan. 1, 2009 – The new 2010 Shelby GT500 delivers the most power and
refinement ever for a Ford SVT-tuned performance Mustang – and a few surprises, too.

“The 2010 Shelby GT500 demonstrates Ford’s continuing commitment to high-performance
vehicles,” said Derrick Kuzak, Ford group vice president, Global Product Development. “In
addition to the numerous performance and refinement improvements inside and out, the 2010
Shelby GT500 is an estimated 2 miles per gallon more fuel efficient on the highway.”
“We’re proud of the many of the enhancements that were developed jointly by the Ford and
Shelby Automobiles team last year that we’ve now incorporated into the new 2010 Shelby
GT500,” said Carroll Shelby, founder of Shelby Automobiles. “Building on what we learned to
create the Shelby GT500KR, this new car offers a great combination of power, handling and
braking. It is truly a special car that is a great deal of fun to drive.”

Ford’s Special Vehicle Team used the gains made on the 40th anniversary edition Shelby GT500KR “King of the Road” Mustangs as the performance starting point and built from there. The design team, with a nod to the original Shelby Cobras from the 1960s, takes those design cues even further with nuanced improvements in both the coupe and convertible, each of which boasts a more-refined interior.

“Working together on the KR, the Ford and Shelby teams developed new systems to continually
improve the iconic Mustang,” stated Amy Boylan, president of Shelby Automobiles. “Those
lessons learned are incorporated into the 2010 Shelby GT500. This approach will help maintain
Mustang’s leadership position at the front of the pack and make the ownership experience even
more enjoyable.”

“The muscle car segment is becoming even more competitive,” said Jamal Hameedi, chief
nameplate engineer for SVT. “We need to uphold the Mustang badge with honor, the Shelby
badge with honor and most importantly the Ford badge with honor. The 2010 GT500 is the car
that will do all of that.”

More horsepower, more refinement, more functionality
The combination of added horsepower, refinement and functionality makes the 2010 Shelby
GT500 a unique high-performance car. The 2010 Shelby GT500 delivers more horsepower and
more torque than the outgoing model, thanks in part to advancements pioneered on the
GT500KR.

The 2010 Shelby GT500 is powered by a supercharged and intercooled 5.4-liter dual overhead
cam V-8 engine expected to produce 540 horsepower and 510 foot-pounds of torque. The
redline is 6,250 rpm. The car’s aluminum power dome hood not only adds to the Shelby’s
appearance, it helps cool the engine through a hood extractor.

The Shelby’s open-element air induction system features a conical air filter instead of a flat-
panel closed system to reduce air restriction. This approach allows more air to be pumped
through the engine, producing more power and increasing the engine’s efficiency.

A cold-air intake feeds the coolest air possible directly into the air box, helping further increase
horsepower. The intake necessitated moving the Cobra snake badge to the other side of the grille
to enable maximum airflow.

The twin-disc clutch on the six-speed manual transmission has been significantly upgraded,
improving drivability and NVH. The discs on the 2010 Shelby GT500 are larger – 250 mm in
diameter compared with 215 mm in diameter on the outgoing model – and made of copper and
fiberglass to make them more robust.

A unique component of the twin-disc system is the control of the intermediate disc. Rather than
floating, it instead has six straps that control the engagement of the clutch, improving drivability.

The 2010 Shelby GT500 offers customers improved straight-line acceleration, plus fuel savings
when cruising on the highway in the top gears. Gears 1-4 remain the same, but fifth gear
changes from .80 to .74 while sixth gear goes from .63 to .50, meaning that the 2010 Shelby
GT500 will turn lower engine RPMs in those gears and deliver improved fuel efficiency. The
new final drive ratio, from 3.31 to 3.55, enables the improved acceleration in lower gears while
complementing the revised fifth and sixth gear ratios.

The Shelby’s distinct sounds will be apparent as always, though with new refinements, thanks to
the work of the Noise, Vibration and Harshness (NVH) team. A patented resonator placed
between the air filter and engine throttle body helps keep unwanted noise in check.
“You still hear the supercharger but not so that it’s intrusive,” said Kerry Baldori, chief
functional engineer for SVT. “It’s the same with the exhaust. You want people to know you’re
driving something special, but you don’t want an exhaust note that overpowers the whole
interior.

“We spent a lot of time getting the right sound quality out of the exhaust so you get that nice,
crisp Shelby sound outside and a pleasant sound inside the cabin. It’s a nice balance; one isn’t
overpowering the other.”

Driving dynamics also are improved, thanks to SVT’s signature chassis tuning as well as new
19-inch Goodyear F1 Supercar tires and forged aluminum wheels on the 2010 Shelby GT500
coupe and 18s on the convertible.

Spring and dampers have been optimized for better roll control, giving customers more
confidence when braking, accelerating or turning. The new chassis tuning takes its philosophy
from the KR program, with a greater emphasis placed on primary body control.

The team also stiffened the steering shaft.

“All our changes were about making the car to respond as fast and as predictable as possible,”
Hameedi said. “The 2010 Shelby GT500 conveys an athletic, confident feel. The shifter, clutch
pedal, brake-pedal efforts and overall steering efforts are easier now. We wanted to make sure
we had a nice, crisp short-throw shifter that was easy to go from gear to gear.”

The Goodyear F1 Supercar 19-inch tires have been upgraded, too. SVT members developed a
“recipe” for the attributes and characteristics they wanted in the tire, which Goodyear’s team of
engineers, designers and manufacturers brought to life. The result is better grip, better handling
and better NVH properties, leading to a better customer experience.

The wheels themselves complement the high-performance nature of the 2010 Shelby GT500.
The 19-inch wheels are forged aluminum wheels milled on both sides. The extra machining
process creates “blade” spokes with very thin, yet strong, cross-sections. The spokes have a
specific curve from the rim to the hub, not only for strength, but also to accentuate the offset and
width of the tires.

The 2010 Shelby GT500 features AdvanceTrac, Ford’s stability control system with several
options for performance. The default “on” mode accommodates every-day driving, and a Sport
mode delivers for those wanting to put the Shelby GT500 through its paces on the track. The
system also can be turned completely off, although the anti-lock brake system and other active
safety systems remain in place. Standard safety equipment includes: dual stage front air bags,
side-impact air bags and Ford’s Personal Safety System.

Numerous aerodynamic upgrades, including a redesigned splitter, were made to the front end of
the 2010 Shelby GT500.

“We worked hard to get as much downforce with as little drag as possible,” Baldori said. “We
worked to seal off the air that comes in the front so it can’t go underneath the car. We spent a lot
time sealing components such as the radiator and intercoolor to get rid of all the leak paths.

“The result of this evolution of aerodynamics is we’ve increased downforce, reduced drag and
improved the overall efficiency of the 2010 Shelby GT500.”

Directing the air so it’s used most efficiently was a painstaking process that ultimately will be
rewarding to customers. The design of the front fascia and the car’s “flush” hood helps focus air
flow. The top grille focuses air into the radiator, with a rubber flap inside the engine
compartment helping to seal the system. The lower grille helps cool the intercooler. SVT
engineers also went as far to block off specific diamonds in the front of the 2010 Shelby
GT500’s distinctive grille to help maintain the correct cooling and aerodynamic balance.
A meaner, reskinned snake ready to take to the streets

The 2010 Shelby GT500 is the most-robust design and most-distinctive model of the new 2010
Mustang lineup. “The design we chose was a ‘flush’ hood where the fascia defines the entire
front of the vehicle,” Hameedi said. “That’s very hard to execute from an engineering
standpoint, but it really sets the Shelby off as very, very different from the base Mustang.”

“This epitomizes the ultimate Mustang,” added George Saridakis, Exterior Design manager of
the Mustang and Shelby GT500. “It’s all about power and expressing power.”

Saridakis said his team took a cue from the Shelby AC Cobra 427 with respect to the front
grilles, which are gaping and appear ready to swallow the road.

Another obvious difference for the Shelby is the addition of racing stripes, which also will now
be available on the convertible. “Racing stripes made their mark on 1960s-era Ford performance
vehicles,” Hameedi notes. “That’s something we feel is a key part of the Shelby performance
DNA – maybe more so than some of our competition.”

Rounding out the Shelby’s exterior modifications are the unique signature coiled Cobra badges
on the front grille and front fenders, a more aggressive front splitter and lower-drag rear spoiler,
which added to improved aerodynamic features, round out the exterior modifications. “We
wanted the spoiler raked back aggressively to minimize drag, but we also have an integrated
Gurney Flap that provides the downforce,” Saridakis said.

What’s inside counts with the 2010 Shelby GT500
The base 2010 Mustang received a powerful new interior design. For the GT500, the interior
design team members challenged themselves to raise the bar even higher to create the ultimate
Shelby Mustang interior.

Using genuine materials such as real leather in all seats, real aluminum on the instrument panel
and Alcantara inserts on the seats and steering wheel gave the appearance a precisely crafted,
jewel-like yet functional feel. “You’ll definitely know you’re in a Shelby,” said Douglas Gaffka,
Chief Designer, Shelby GT500.

The genuine aluminum finish panels have a unique-to-GT500 three-dimensional dimpled texture
pattern inspired by racing clutch plates, braided hoses and cross-drilled racing brake rotors. The
pattern has been painstakingly tuned to compensate for the compound curvature of the
instrument panels. In addition, the “GT500” logo has been discretely engraved into the
aluminum in front of the passenger as a nod to classic Shelby Mustangs of the 1960s.

This unique aluminum finish panel is fully encapsulated by an exquisite soft seamless TPO
(Thermoplastic Olefin) instrument panel with a shape that resonates with Mustang’s powerful
heritage. The center stack flows into the console and features a sub-flush shifter trim ring, flush
cup holder door and lockable console stowage featuring the word “SHELBY” engraved in its
Satin Liquid Chrome release button.

All 2010 Mustangs and Shelbys feature bright 360-degree rings surrounding the gauge cluster,
uninterrupted by the steering column. These rings will come in chrome for the Mustang and a
Satin Liquid Chrome finish for the GT500. This finish is featured throughout the interior. An
intricate cobra is etched into the center of the aluminum steering wheel badge. The Shelby
Cobra appears at startup on the navigation screen, and the familiar red “SVT” logo utilizes new
ambient lighting to illuminate the door scuffplate.

“When customers drive this car, they’re not only going to be impressed by the performance and
the Shelby heritage, but they’re going to see all these carefully designed details and know
they’ve bought a well-crafted car,” Saridakis said.

Even the classic white shift knob – an icon of Shelby Mustang DNA from years past – received
special attention. First, it had to be the traditional white. It also had to be specific to the Shelby.
The answer was to combine the racing-stripes theme with the traditional “H” pattern found on
shifters to create a one-of-a-kind knob. Like the exterior, the racing stripes wrap from end to
end, encircling the knob.

Wide suite of standard features on the 2010 Shelby GT500

The 2010 Shelby GT500 includes several Ford innovations and industry-exclusive standard
features, including:

• SYNC: The voice-activated hands-free in-car communication and entertainment system
developed by Ford and Microsoft. The system fully integrates most Bluetooth-enabled
mobile phones and digital media players, providing customers hands-free cell phone and
music selection capabilities – plus new 911 Assist and Vehicle Health Report provided with
no monthly fees.

o 911 Assist: When a phone is properly paired, turned on and connected to SYNC, the
system is ready to assist in placing a call directly to a local 911 emergency operator in the
event of an air bag-deploying accident. The key advantage of SYNC 911 Assist is speed,
as calls are placed directly to local 911 operators.

o Vehicle Health Report (VHR): SYNC gathers relevant information from the major
vehicle control modules and packages diagnostic data into a usable format in a matter of
minutes. That data packet is sent to Ford via an 800-number automatically dialed using
the customer’s paired and operable mobile phone.

• Ambient Lighting System with MyColor™ allows drivers to customize the interior lighting
of the vehicle to suit their mood. The enhanced MyColor system features seven base colors –
ice blue, purple, blue, orange, red, white and green. Customers also can create 125 custom
colors by mixing the red-green-blue palette.

Available options:

• Voice-Activated Navigation with SIRIUS Travel Link™ is an industry-leading technology
that will provide users with a unique, information-rich in-car experience. The suite of data
services includes up-to-the-minute real-time traffic data with accident and incident
information for 78 markets, coast-to-coast weather data including current conditions and
five-day forecasts and fuel price information for more than 120,000 gas stations. SIRIUS
Travel Link also offers sports scores and schedules and a listing of more than 4,500 movie
theaters with movie times, theater addresses, movie synopses and more.

This combination of outstanding performance coupled with a fresh, exciting, well-crafted interior
intensely focused on improving the entire experience will make the 2010 Shelby GT500 even
more sought after, and a fitting addition to a long and proud history.

The 2010 Shelby GT500 will be in dealer showrooms in spring. The cars will be built at the
Auto Alliance International Plant in Flat Rock, Mich.

In what is the clearest proof yet that paying attention to your rear view mirrors pays dividends, we noticed this virtually uncamouflaged Shelby GT500 sidle up next to us in the left turn lane at a stoplight in the snowy Detroit suburb of Royal Oak. When you live in Detroit and you write about cars, you have a camera in the car at all times, and since the guy was caught in traffic, the photographic onslaught was on.

We did our best to give chase but there was no way to do it safely, with the super-Shelbyfied 'stang taking off on a left turn faster than we could figure out where he took off too. We're imagining he called in the transport truck and disappeared Spy Hunter style. In any case, the new GT500 shares a lot of the styling elements of the current car with double vents on the hood, a huge aggressive upper and lower grille plus the not-so-subtle stripes on the hood.

What's new is the smoothly styled rear spoiler which compliments the new back-end. Check out those stylish new wheels. Pretty cool looking, huh? But what does it sound like? Sounds a lot like the current one, nice throaty exhaust with a tinge of cockle-stirring supercharger whine. We expect the new GT500 to drop at the Detroit Auto Show in January and yes, we'll be there to see it live.

Fralick said of the car "I just turned 50. So it actually made me feel like I was 18 again." Now, she's cruising around in an early '90s Buick Regal GS, which is good transportation but hardly a Mustang GT. Fortunately, if her now KITT-ified Mustang ever goes back up for sale she gets first dibs. [WOODTV]

The next-generation Mustang prototypes have begun running around without their prior heavy vinyl camouflage. The latest Mustangprototypes are disguised only with a graphic tape, providing a very clean view of Ford's revamped Pony Car. We just caught a prototype for the next Shelby GT500 convertible in this more revealing state of undress, giving us our best look yet at the one of the range-topping models in Ford's future Mustang lineup. In addition to the new grilles and headlight designs, we can clearly see a series of new hood ducts toward the front-third of the hood.