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.

Back in the day, before the dawn of the SUV era, the station wagon evolved into the minivan as the ultimate family vehicle. And there are still plenty of people living in the van ages, with good reason. Not only do they pack more features than ever, but many have even become quite premium in nature. Which brings us to this latest Honda Odyssey.

The Honda Odyssey has been on a people-pleasing crusade to make family life as easy as possible for Americans since 1995, and today exists as a true feature-packed oasis of space and flexibility in the desert of look-a-like SUVs. For 2025, this fifth-generation Odyssey, which has been on the streets since 2018, gets a host of updates to keep it at the top of the segment.

Upgraded style is part of the plan. Up front, there’s a new grille with a chunkier crossbar, along with a slightly different shape to make room for larger headlight lenses. The rear fascia gets its own reshaping; reflectors on the ends move from horizontal to vertical, and there is now a diffuser-style cutout in the bumper. All trims get new wheels ranging from 18 to 19 inches. Everything done to accentuate the Odyssey’s width and to portray a more premium vibe.

Tech upgrades include a new 7-inch instrument cluster that brings back the look of actual gauges instead of just having a digital speed display. A high-mounted 9-inch touchscreen is now standard for infotainment and works with faster processing speeds. The optional Rear Entertainment System gets a big upgrade with a larger 12.8-inch his-res screen, along with improved functionality and connectivity.

Technically, there’s more standard content here than before, but in reality, it’s because they’ve removed the base EX from the lineup, this comes after removing the base LX 2 years ago. So, clearly Odyssey buyers are looking for lots of content, and that’s what they’ll find in Elite which remains the top option. It comes with two-tone ventilated leather seats, heated steering wheel, premium audio, and hands-free liftgate.

Unlike many family vehicles, Honda doesn’t make you choose between three-place bench or two captain’s chairs, it gives you both with a bench that has a removable center section. There’s a great 32.8 cu.-ft. of space behind the third row, and 86.6 cu.-ft. after easily stowing them in the floor. Max capacity with the second-row seats removed is 140.7 cu.-ft.

Same VTEC single overhead cam version of Honda’s 3.5-liter V6 engine under the hood, with the same 280 horsepower and 262 lb-ft of torque that’s it’s been rocking out since 2018. It gave us plenty to work with at our Mason Dixon test track, feeling fine off the line with a 7.2-second 0-60 trip. Power delivery stayed consistent down the track; no real peaks or valleys, just a steady flow only briefly interrupted by quick gear changes in the 10-speed automatic transmission. Overall, just a smooth and steady quarter-mile experience that lasted 15.6 seconds, ending at 92 mph.

Throughout the many comings and goings of vehicles in the minivan segment over the years, the Odyssey has remained one of the most entertaining to drive, providing lots of feedback, and responding quickly to steering inputs. But, the suspension is obviously tuned more for long distance comfort, so body roll and understeer will both eventually show up if you push too hard. No problems when pushing the brake pedal hard, as the Odyssey consistently came to well-controlled stops of 115 feet from 60 mph, with moderate nosedive.

For more important family vacation getaway maneuvers, the Odyssey remains a solid highway cruiser, with a quietness to it that rivals many luxury sedans, or just makes all that familia noise from the backseats seem all that much louder. Government Fuel Economy Ratings are 19 City, 28 Highway, and 22 Combined; we averaged a good 25 mpg of Regular. That’s an average Energy Impact Score; with use of 13.5 barrels of oil annually, with CO2 emissions of 6.5 tons.

With a base EX no longer in the mix, pricing now starts with EX-L at $43,670; top Elite goes for $52,630.
The Odyssey continues to dominate its segment. One third of all minivan sales are credited to a Honda dealership. We’re doubtful that will change anytime soon, as the 2025 Honda Odyssey not only packs in more and more of the features that families are looking for, but looks better than ever. It also remains one of the most engaging minivans to drive. Now, that’s a combination that’s hard to beat.