2010 Ford Shelby GT500
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.
- Engine: 5.4-Liter Supercharged V8
- Horsepower: 540
- Torque: 510 Lb Feet
- 0-60 MPH: 4.5 Seconds
- 1/4 Mile: 12.9 Seconds @ 112 MPH
- 60-0 MPH: 130 Feet
- EPA: 14 MPG City/ 22 MPG Highway
2024 Porsche Cayenne Turbo GT
It’s An SUV On A Track, Deal With It
When we started testing cars 43-years ago, hot rod SUVs like this Porsche Cayenne Turbo GT were not on our radar. Back in those days, utility vehicles were trucks and Porsches were cars. But times have changed, and the only place to make sense of it all is at a racetrack, so hop in and join us for some high-performance haulin’.
Now, most would say the high-performance SUV is a relatively new phenomenon, but we’ve been testing them for over 30-years now, going back to the GMC Typhoon. If you don’t remember that one, we’d suggest Googling it, purely for the nostalgia of it, as this 2024 Porsche Cayenne Turbo GT is on a totally different level.
This SUV is an SUV in shape only, as a lot of its hardware as well as the driving experience are much more akin to a pure sports car… ah la the 911.
Starting with the Coupe version of Porsche’s largest SUV, which benefits from a mid-cycle styling refresh for ’24, the Turbo GT adds a carbon-fiber roof, big wing with side planes, rear diffuser, and a sport exhaust system with titanium tailpipes.
Porsche Dynamic Chassis Control is also included, making body-roll almost non-existent; and with the help of a new two-valve air suspension setup it was all traction all the time through the high-speed turns of Savannah’s Roebling Road Raceway. Though unlike last gen, if you’re aggressive enough with the throttle, you can get the rear to step out on you a little. Rear-axle steering is also included and the best praise we could heap on steering feel and feedback through corners is that it feels like a Porsche.
Tires are also wider than before: 315/35 Pirelli P Zeros in back, mounted on 22-inch GT Design wheels. The brakes behind are comprised of enormous carbon-ceramic composite discs with monster yellow calipers…
…and they truly were impressive on track, hauling this 5,000-pound, luxury-minded performance utility down from triple-digit speeds lap after lap without wavering.
This SUV is an SUV in shape only, as a lot of its hardware as well as the driving experience are much more akin to a pure sports car... ah la the 911.
Equally impressive is the powerplant that initiates those high speeds, Porsche’s 4.0-liter twin-turbo V8 which cranks out 19 horsepower over last year for a total of 650; torque output remains the same, at 626 lb-ft. All-wheel drive is standard, as is an 8-speed automatic trans, which helps the Turbo GT get up to speed in a hurry; 3.1-seconds to 60, to be exact. That’s a couple of tenths slower than the first-gen Turbo GT we tested 2 years ago, but we’ll chalk that up to testing that one on a well-prepped drag strip versus this trip down Roebling Road’s slippery front straightaway on a 40-degree day. And it gained time back quickly, as our 11.3-second quarter-mile time was only a tenth slower, finishing at 124 mph.
Other notable changes for ’24 include a new dash and control layout for the interior. The highlight is a new 12.6-inch curved digital gauge display; it’s joined by a central touchscreen that sits higher up and is nestled into the dash more than before.
No more actual shifter in the console, as it’s been replaced with Porsche’s toggle switch gear sector which resides on the dash to the left of the touchscreen. That means a new console layout with additional storage space and new controls. While none of that helps lower lap times, it all provides a much more useful and better overall environment than before, for that time spent behind the wheel commuting or just sitting in traffic.
Front and rear seats are comfortable yet sporty feeling; and while it does do a lot of SUV-like things pretty well, the coupe body shape does limit rear cargo capacity to 20.3 cubic feet, expanding to 52.4 with rear seatbacks folded; and the central-mounted exhaust does negate adding a tow hitch.
No matter how you look at it, the Cayenne Turbo GT is an insane vehicle, but it also comes with an insane price tag, starting at $197,950. So essentially, that’s six-figures worth of high-performance hardware jammed into an already impressively capable standard Cayenne… an SUV made much better with comprehensive updates front to back for all ’24 Porsche Cayennes.
It easily remains the standard bearer for luxury-minded utility vehicles, evidenced by recently earning our Drivers’ Choice Award for Best Luxury Utility. But it’s this 2024 Porsche Cayenne Turbo GT that really impresses the most as the ultimate track-focused SUV money can buy. You may not need it, but you know you want it!
- Engine: 4.0-liter twin-turbo V8
- Horsepower: 650
- 0-60 mph: 3.1-seconds
- Starting Price: $197,950
- Transmission: 8-speed automatic
- Torque: 625 lb-ft.
- 1/4 Mile: 11.3-seconds at 124 mph