2010 Ford Shelby GT500 is one trick pony

PETER BLEAKNEY FOR THE TORONTO STAR

The 2010 Shelby GT500 Coupe and Convertible, left, feature the Mustang's traditional solid rear axle, which means they respond well on smooth roads, but get upset in the rough.

Peter Bleakney

SPECIAL TO THE STAR

Sonoma, CAlif.–Forget the blasted economy for a moment. Ignore the fact that Ford and its American brethren are pinned on the ropes. Set aside any left-brain notions that a 540 hp solid rear axle pony car is hopelessly irrelevant and possesses all the environmental integrity of a can of Silly String.

Now is the time to celebrate the 2010 Shelby GT500 – a joyous distraction from all the doom and gloom consuming this industry. An affirmation that, yes, deep in bowels of corporate Detroit, a few nutty engineers have been given the green light to wreak some much-needed mechanical mayhem.

In this case, it's the lads at Ford's SVT (Special Vehicle Team) who have turned a pony into an altogether more fearsome creature.

Arriving at dealerships now are the 2010 Shelby GT500 Coupe ($56,499) and Convertible ($60,699), overachieving versions of the heavily revised 2010 Mustang.

The new 'Stang gets a new higher-quality interior and a cleaner, more muscular body. Only the roof is a carry-over.

Step up to the Shelby GT500 Coupe and you're looking at 19-inch forged alloys shod with bespoke Goodyear F1 Supercar tires, four-inch exhaust tips, rear deck spoiler, an aggressive front fascia and double racing stripes that adorn the doors and sweep across the top of the car. The optional $600 Xenon headlights add an extra degree of menace.

It's what's under the domed aluminum and vented hood that gives this pony its kick. The DOHC supercharged and intercooled 5.4 L V8 makes 540 horsepower at 6200 r.p.m. and 510 lb.-ft. at 4500 r.p.m. — that's an increase of 40 and 30 respectively over the 2007-2009 GT500 and matches the limited edition 2008/2009 GT500KR.

Numbers-wise, this gives the GT500 a major leg up on its immediate competitors, the $36,995 426 hp Camaro SS six-speed and the $45,995 425 hp Dodge Challenger SRT-8 six-speed. Another number of some significance is the Shelby's considerable price difference.

Power, exclusivity and yes, the Shelby name, apparently cost, yet here the moniker is more than a logo. SVT worked closely with Carroll Shelby and his people in developing this car.

But the proof is in the pudding, and the pudding in this case was a three-and-a-half hour drive over some extremely serpentine roads that followed the California coastline and cut through lush valleys of Sonoma wine country.

With this 2010 model, SVT wanted to bring more balanced handling and significantly reduced understeer. Front and rear spring rates were increased 13 per cent and 7 per cent respectively and the front stability bar was actually decreased in diameter to give the front more bite.

And bite it does. Steering is direct and well weighted (sorry Challenger), turn-in is quick, and the GT500 grips like a pit bull on a poodle. Over smooth roads, it's impressive, carving graceful arcs between bends in a controlled manner. Although no lightweight at 1,783, it's about 100 kg lighter than the Challenger SRT-8 – and feels it.

New for 2010 is the GT500's AdvanceTrac electronic stability control with three modes: On, Sport (late and lenient intervention) and Off (melt those Goodyears, baby!). Launch control is also part of the deal.

The 2010 GT500 gets a new lower-effort clutch paired with a six-speed manual Tremec (same tranny as the Challenger SRT-8 and Camaro SS), which shifts with a notchy mechanical feel. The billiard ball-topped shifter (yes, it is supplied by a billiard ball maker) has very tight and short throws. No automatic is offered.

The pedals aren't set up particularly well for heel-and-toe action, but this engine has such a broad torque spread I could have happily driven the whole route in third gear.

It's on the rough stuff where the Shelby GT500's solid axle architecture rears its not-so-refined head. There's a lot of unsprung weight down there. Hit a bump midcorner and the back end will do a lateral ballet. On uneven roads it gets downright bronco-like.

Ah, but the sound of this pony is music to the ears. SVT chief engineer Jamal Hameedi said they've work on the exhaust note for the better part of two years, getting just the right burble at idle and proper bellow once the Reebok hits the carpet. "Legally, we're just under the wire," he says.

Add in the supercharger whine, and from the driver's seat an angry GT500 sounds like a cross between a cigarette boat and Axl Rose on acid, all the while doing a stand-up job of rearranging your internal organs.

And I mean that in a good way.

The 2010 Mustang interior is a major improvement over the previous car. It retains the classic '60s cues but materials are better and it looks more modern.

Standard in the Shelby are Ford/Microsoft's Sync (a hands-free voice-activated system that pairs with Bluetooth phones and most MP3 players), Sirius satellite radio, Shaker 500 Audio (AM/FM 6-CD/MP3) and manual climate control.

Gimmick geeks will like the MyColor 125-colour gauge backlighting. DVD-based navigation with media hard drive is $2,300.

It's disappointing that the Alcantara steering wheel only tilts, and while the Alcantara-trimmed sport seats (with stitched stripes matching the exterior) are snug and comfy, I thoroughly missed a passenger-side (grab) handle on this stomach-churning drive.

Many will wonder why SVT is still going with Mustang's antediluvian solid rear axle here when Challenger and Camaro both have independent set-ups. After all, the Shelby is the only one of the three with a modern dual-overhead-cam engine, so why not complete the picture?

Two words: drag racing. The SVT boys tell us many customers engage in such activities, and this car's solid rear axle with a new shorter 3.55:1 limited slip differential is the preferred hardware. Indeed, on the drag strip at Infineon Raceway, this neophyte drag racer ripped off a 13.5 at 178.6 km/h (111 m.p.h.) – into a strong headwind. An absolute blast – especially when it's someone else's gas, tires and clutch.

The 2010 Shelby GT500 is a specialized piece. It's brash, brutally quick and everything car haters love to hate.

But if you're willing to pony up the dough (couldn't resist), it's also the best Mustang. Ever.

Travel was provided to freelance writer Peter Bleakney by the automaker. pebleakney@sympatico.ca

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