Carroll Shelby and Ford Mustang. Two names that together have defined American muscle cars for an amazing 45 years. And this is their latest effort, the 2010 Ford Shelby GT500. With fresh hardware from Ford, and fresh inspiration from Shelby, it’s once again poised to conquer just about anything covered with asphalt. So, let’s get to it!

The story of the Ford Shelby GT500 began in 1967 with a menacing double dose of power and style.  Four decades later, in 2007, Carroll Shelby’s masterpiece was reborn in 21st century fashion. And for 2010, the Ford-Shelby partnership grows stronger as the latest GT500 is meaner than ever.

Pumping this stallion’s heart blood is the SVT limited edition GT500KR’s 5.4-liter Supercharged V8.  Horsepower is up 40 to 540, and torque is up 30 to 510 pound-feet over the previous model.  Peak output comes from an intercooled roots-type supercharger, now with nine pounds of added boost.

Sending heaps of power to a shorter 3.55 limited slip rear diff is a re-geared six-speed manual with its iconic cue ball shifter.

Down the long from straight of Savannah’s Roebling Road raceway, our Mustang roared to 60 in 4.5 seconds, and swallowed up the quarter mile in 12.9 seconds at 112 miles per hour.  The GT500’s fat power band delivers full tilt power all the way.  The exhaust growl combined with the supercharger whine doesn’t just sound scary, it’s flat-out nightmarish.

New SVT suspension tuning was aimed at improving the car’s dynamics. Also to help, new Goodyear F1 Supercar tires on special alloy wheels–19-inchers on the coupe, 18s on the convertible. Stability control is newly standard too, with normal and Sport modes, but can also be turned off.

But even with enhancements, the GT500's full throttle handling remains generally mediocre, especially compared to the Corvettes and Porsches of the world. In Roebling's tight turns, it comes off big and lumbering. With a minimum 3,900-pound curb weight, and relatively soft springs, we were surprised by so much front push and body roll.

But, back off a bit, say to about 80 percent max power, and everything changes. Now the GT500 maneuvers beautifully. Turn-ins are crisp and steering is very responsive. The GT500's power lets you blast out of corners, and the rear can easily be coaxed out by throttle with the ESP off. Also, the shifter works great on the track. Its pattern is tight and just right. And the pedal setup is perfect for "heel and toe" driving.

So, it's only when you push this pony car toward its limits that it scares you off. But that disappointment in a track test makes it one secure high performance car for the street. Indeed, the Shelby GT500 is the ideal backroad entertainer, and when the pavement gets rough, it won't shake your fillings loose like most track stars.

In terms of reeling it all in, the GT500's four-wheel disc ABS setup uses Brembo four-piston calipers up front. Stops were stable and averaged 130 feet, which is OK, but we expected better. Now onto the aggressive cosmetics, always a big part of a Shelby named effort. Most obvious are the signature twin racing stripes, now newly available on the droptop version.

For a meaner front-end, the hood and front fascia now shroud the waffled grille and lower air intake. The coiled Cobra is still there, but new is the front splitter and optional auto headlights. Follow the sharp but broken shoulder line back to a new lower-drag "Gurney Flap" rear spoiler and dual four-inch stainless exhaust tips.

Inside, the familiar four-seat twin-cockpit Mustang cabin is more refined than ever. This classic interior now displays far better materials and craftsmanship. The instrument panel features real aluminum to highlight the SVT-style gauge cluster. Sport seats are leather with embroidered snakes and new Alcantara racing stripe inserts that mimic those on the exterior.

The beefy three-spoke steering wheel wears a hissing snake as well. New technology for the GT500 includes Ford Sync with 911 Assist, as well as an SOS Post-Crash Alert System. And the standard Shaker stereo with CD-changer provides high octane tunes to accompany some serious performance driving. Being a Mustang, the GT500 does have rear seats, but they're way too tight for pretty much any adult to be comfortable.

But here's a surprise-Government Fuel Economy Ratings are 14 city/22 highway. So even with more power, the highway rating is 10% greener than last year. As to how much green you need to lay down, the Shelby GT500 starts at $48,575 for the coupe, and $53,575 for the convertible, which includes a $1000 gas guzzler tax. That's more than a base Corvette, but way less than a 911 or a Viper.

It's fast, it's mean, and it's historic. The 2010 Shelby GT500 is modern Detroit muscle in its purest form. On the track, we admit, it doesn't feel quite at home. But anywhere else, everywhere else, this classic beast rules the roads.

The duty of upholding Volkswagen’s heritage has most recently been delegated to small legacy car names like Golf and Jetta. But hold on! A much larger, totally modern take on VW’s classic microbus has just buzzed over the horizon— the all-electric ID. Buzz. It’s been at the top of our minds since we first saw the concept back in 2017. Well, it’s finally here, so let’s get our groove into drive!

This 2025 Volkswagen ID. Buzz has indeed created the most buzz around Volkswagen since the Beetle’s return to the U.S. in the late 1990s. We couldn’t drive it anywhere without drawing a crowd. No wonder, just about everyone has a VW Microbus story to tell, and seeing this reimagined version rolling down the street brings back all those memories.

VW really pulled it off as far as we’re concerned, as it looks great without appearing over the top. All the cues are here: Big VW logo front and center, lots of greenhouse including A-pillar windows and mini sliders for the second-row passengers, D-pillar air vents, and two-tone wheels. And while its appearance may be pure retro, its drivetrain is far from it, as the ID. Buzz is all-electric, and unlike the new Beetle, the Buzz does retain the original Microbus’ rear-drive architecture.

Powering those rear wheels is a 210-kW motor drawing juice from a 91-kWh battery for a range of 234 miles; 200-kW max charging will get you to 80% in about 26 minutes. Buyers can add another small 80-kW motor up front for 4motion all-wheel-drive and an increase of total output from 282 to 335 horsepower with a combined 512 lb-ft of torque. It uses the same battery, but range estimates drop just slightly to 231 miles. But while those numbers are modest, we also found them to be quite conservative, as we observed as many as 287 miles available in our all-wheel-drive tester’s gauge display and were on pace for 273 miles in our driving loop.

One throwback theme that may be a turnoff to some is that it’s quite a step up into the Buzz’s front seats, but there’s certainly a commanding view of the road once you climb in. Second row seating can be either a three-place bench or a pair of captain’s chairs, so there’s generous room for seven or six passengers. The captain’s chairs in our Pro S Plus offer good support and very easy access to the third row.

With the sliding side doors and a wide opening rear hatch, there’s plenty of access for loading big sport utility amounts of cargo. Lots of flexibility too with the option to simply fold the seats or remove them altogether, and the ability to create a full-length flat floor with a rear cargo shelf that covers some handy removable storage bins. There’s 18.6 cubic-feet of space behind the third row, 75.5 behind the second, and a max of 145.5. That’s more than a Chevrolet Tahoe. For smaller items, there are lots of cubbies throughout the cabin, along with a standard Buzz Box that can be moved to multiple locations.

With a design that prioritizes retro form and modern function over aero efficiency, the 4motion equipped ID. Buzz earns a Fair efficiency rating, using 42-kWh of electricity per 100 miles, and we weren’t sure what to expect at our Mason Dixon test track.

What we found was great torque off the line and drama free launches to 60 in just 5.3 seconds. It was very stable at speed and power delivery stayed steady most of the way down the track until we reached about 90 mph, when it began to taper off just before we finished the quarter-mile in 14.0 seconds flat at 97 mph.

With 1,200-lbs. of battery weight nestled in its 127.5-inch wheelbase, the Buzz felt planted to the pavement through our handling course. There was quite a bit of body roll to deal with, but surprisingly little understeer. In panic braking runs, pedal response was inconsistent, feeling soft at times, pushing back hard at others; but through it all, results were quite good, stopping from 60 in an average of just 108 feet.

Three interior themes are available, this Dune is the brightest, featuring coastal inspired wood optic dash décor, “gray and clay” leatherette surfaces, and a high-mounted central 12.9-inch touchscreen. Pricing starts with a rear-wheel-drive Pro S at $61,545; this Pro S Plus begins at $65,045, add another $4,500 for 4motion, which brings a few extra features along with all-wheel drive.

Retro design with old-school VW charm, modern EV drivetrain, big SUV capacity merged with minivan flexibility; it all comes together in this 2025 Volkswagen ID. Buzz. It’s easily one of the coolest rides of the year and one that will likely keep Volkswagen dealers buzzing for years to come, and that’s something no other people and things mover can say.