2010 Ford Shelby GT500

Ford is wasting no time rolling out variations on its perennially popular ponycar, and the restyled and revamped 2010 Ford {{{Shelby GT500}}} aims to trump its newfound competition with 540 hp and 510 lb-ft of torque -- that's the same 40-horse, 30-lb-ft bump the old GT500KR enjoyed over last year's GT500. In fact, the engine is little changed from KR duty, although the addition of two knock sensors allows the timing to advance a bit, and a cold-air induction system improves breathing (the intake snorkel's location in the grille is responsible for moving the Cobra badge to the opposite side).

The additional torque allowed SVT to alter the gearing in the Tremec TR6060, using the ultra tall 0.50:1 top gear to help boost fuel economy slightly, despite a slightly shorter axle ratio (3.55:1 versus 3.31:1). Another welcome upgrade reduces clutch-pedal effort by upsizing the twin-disc clutch from 215 mm to 250 and changing the friction material to an organic compound. The shorter-throw shifter is topped by a true white cue-ball (it's actually manufactured by a company that makes billiard balls). As before, no automatic transmission is offered.

We're told the handling has also been dramatically improved. To help counteract the many negative effects of carrying 57% of its weight on the front tires, front shock rebound damping is increased dramatically, spring rates are stiffened (by 13% in front, 7% rear), and the front anti-roll bar is softened to reduce understeer. The power steering boost curve is retuned, and overall steering responsiveness is said to be greatly improved. Coupes ride on forged 19-in. wheels shod in next-generation Goodyear Eagle F1 Supercar tires while convertibles, which are tuned a bit less aggressively, roll on less exotic 18-in. footwear. We'll require some convincing on those handling claims, but we're glad to hear the AdvanceTrac stability control gets a new sport mode for this application.

 

Outside, the GT500 gets more aggressive styling details, the functional aspects of which include a front chin splitter, hood air extractor, and rear wing with a Gurney lip, the net effect of which decreases rear downforce and increases front downforce slightly, improving overall balance by moving the center of pressure forward. Overall aerodynamic drag is little changed at roughly 0.38.

source : motortrend.com