Mustang 2010 gt horsepower

Mustang 2010 gt horsepower DEFAULT

Nearly five years after the Mustang’s last major redo, fervent fans of Ford’s seminal pony car might have been hoping for an all-new model—especially considering the new Dodge Challenger and Chevy Camaro models with which it will compete. Instead, Ford has launched a thoughtful upgrade, improving the areas that most needed help.

Number one was the interior, which had a retro look but consisted of hard plastic panels pieced together with numerous seams. From behind the wheel, the most obvious change is an instrument panel that stretches from door to door and from the base of the windshield to the top of the center console. This thermoplastic olefin molding feels squishy and looks rich. The twin-cowl theme of the current car continues, but it’s upgraded with more metallic trim and less plated plastic, a new instrument cluster with fully round dials, and an optional nav system with a huge, eight-inch screen and the latest version of the Ford/Microsoft Sync telematic system.

Outside, the new model is plainly a face lift rather than an all-new design, bearing a closer resemblance to the ’69 Stang than the current car. The four-light grille—the inner two are actually large fog lights—and the kicked-up rear fender lines come straight from the ’69 car. Otherwise, the sheetmetal is beveled at both ends, and there’s a pronounced hood bulge—the new model looks both more muscular and a bit smaller than the current one, which in some ways seems like a cleaner and more coherent design.

The new skin, in combination with fairings under the engine, reduces drag by seven percent and front lift by 23 percent on the GT models we drove, according to Ford. And in the rear, each of the LED taillights has three separate elements that light up sequentially, as did the turn signals of certain vintage Thunderbirds.

Underneath, the model is largely carried over, with key additions to improve stiffness and upgrade the ride and handling. Using the current car’s Bullitt package as the starting point, the new car gets 17 percent stiffer rear springs, and recalibrated shocks with markedly more compression damping and somewhat stiffer rebound damping. The changes are said to reduce body roll during hard cornering by about ten percent.

The V-8–powered GT now comes standard with 8 x inch wheels (up from 8 x 17s), and the standard rubber is a Mustang-specific /50ZR Pirelli P Zero Nero all-season tire, a further development of the inch Neros on the current GT. In Ford testing, these tires perform well in snow and deliver g of dry cornering grip. Upgrading to /45ZRs mounted on inch-wide rims raises grip to a claimed g. The last GT we tested pulled g on all-season Neros.

Ford finally is offering a TrackPack, which includes /40ZR P Zero summer tires, stiffer shocks, higher-performance brake pads, a axle ratio instead of a , rear trailing links with stiffer bushings, a strut tower brace, and larger anti-roll bars (the tubular 34mm front bar goes from to mm wall thickness and the solid rear bar increases from 20 to 24mm). With all of these changes, Ford says maximum grip increases to g, while body roll is reduced a further ten percent.

The larger standard wheels and tires add only 15 pounds to the Mustang, which is a good thing because power hasn’t gone up much. Thanks to a cold-air system based on that of the Bullitt Mustang, power is up from to horsepower, and torque grows a modest five pound-feet to The redline is also up from to rpm, matching the Bullitt’s. The cold-air system is said to cut 0-to times by second away from a stoplight, when the engine has been heat-soaking while idling at the light. The transmissions are unchanged with a choice of a standard five-speed manual or an optional five-speed automatic.

We spent a couple of days driving both current and new Mustang GTs around Southern California and at Willow Springs Raceway, and we predict that most people could tell the two cars apart even if blindfolded. The subtle structural improvements, the recalibrated suspension, and the better integrated interior achieve a marked improvement in the car’s perceived solidity. The current car is hardly a rattletrap, but the feels granite-like and is completely unfazed by hard driving or sharp bumps.

Depending on how you drive it, the new model is both quieter and louder than its predecessor. At low revs and light throttle, engine noise is subdued, and reductions in wind and road noise produce a peaceful cabin. Rev the engine, however, and you get the V-8 rap in high fidelity, thanks to something called a “sound induction tube,” which connects the engine’s intake track to the passenger cabin. There’s a tuned membrane in the tube to transmit selected sound frequencies without actually permitting any airflow.

On California’s smooth canyon roads, the new Mustang felt perfectly composed and planted. There was plenty of grip for brisk street driving and just enough understeer to encourage charging into corners and hard exits. Though feedback from the front tires is largely nonexistent, the steering itself is perfectly weighted and very accurate.

On the track, the differences among the three tire packages quickly became apparent. In all cases, the new Mustang understeers mildly at the limit but can easily be rotated with a quick throttle lift. But the speed at which this takes place goes up with the optional inch Neros. Switching to the TrackPack yields not only another increase in grip but a chassis that turns in much harder and reacts more quickly to inputs at the limit.

For the first time, the Mustang offers stability control—Ford calls it “Advance­Trac”—and it’s standard. The system allows substantial shenanigans before it decides to shut down the fun. A sport setting is even more permissive. The system on the TrackPack gets special tuning and to go bareback, the system can be switched off.

Unfortunately, there’s no switch for bigger brakes. Even with the TrackPack pads, it didn’t take many laps before the stoppers started to fade.

We didn’t get the chance to drive any V-6 models, but they come with many of the same changes bestowed on the V-8s, with standard stability control and enlarged wheels with 17s standard and optional 18s. The liter V-6 is unchanged with hp and lb-ft of torque and the same five-speed manual and automatic transmissions.

As usual, there is a wide range of options, but it’s worth noting that prices have hardly increased for the new model. A base V-6 Mustang will go for $21,, up $, while a GT will cost $28,—up $, which is not bad for a car that includes most of the hardware from the $ Bullitt package. Expect the Mustang faithful to be standing in line when deliveries start in March. The new convertible will arrive shortly afterwards.

VEHICLE TYPE: front-engine, rear-wheel-drive, 4-passenger, 2-door coupe


ENGINE TYPE: SOHC valve V-8, aluminum block and heads, port fuel injection
Displacement: cu in, cc
Power (SAE net): bhp @ rpm
Torque (SAE net): lb-ft @ rpm

TRANSMISSIONS: 5-speed automatic, 5-speed manual

Wheelbase: in Length: in Width: in Height: in
Curb weight: – lb

PERFORMANCE ( C/D EST, 5-sp man):
Zero to 60 mph: sec
Zero to mph: sec
Standing ¼-mile: sec @ mph
Top speed (drag limited): mph

EPA city driving: 15 mpg
EPA highway driving: 22–23 mpg

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Ford Mustang GT Premium Coupe Specs

Rear axle pkg


performance axle ratio, dual piston front calipers w/performance brake pads, recalibrated Electronic Stability Control (ESC) (REQ: 44K Manual Transmission)

A Rapid spec order code

base vehicle

A Rapid spec order code


charcoal black interior w/color accented seats, unique door trim, bright pony dark aluminum instrument panel

Comfort pkg


6-way pwr front passenger seat, heated front seats, electrochromic mirror w/compass

Electronics pkg


voice activated navigation, dual-zone auto climate control, Sirius Travel Link w/6-month subscription *Sirius Travel Link N/A in AK & HI* (N/A w/ Shaker Audio System)

GT Coupe Accessory Pkg 1


quarter window louvers, side scoops, decklid face panel (N/A w/ Hood & Side Stripes) (LPO)

GT Coupe accessory pkg 4


hood scoop, pedestal spoiler (REQ: 13D Spoiler Delete) (N/A w/77C Rearview Camera) (LPO)

GT Coupe accessory pkg 5


hood scoop, pedestal spoiler, side scoops, decklid face panel, quarter window louvers (REQ: 13D Spoiler Delete) (N/A w/77C Rearview Camera, GT Coupe Accessory Pkg, Hood & Side Stripes) (LPO)

Security pkg


active anti-theft system, wheel locks



performance brake pads, dual piston front brake calipers, limited slip axle, 19" painted aluminum wheels, unique 19" Pirelli summer performance tires, unique stability control module tuning, SVT rear sway bar, SVT lower rear control arms, strut tower brace, unique front strut tuning, unique rear shock tuning, tire inflation kit (REQ: 44K Manual Transmission) (N/A w/59G Glass Roof) *Deletes spare tire*

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First Test: Ford Mustang GT

Pony Up: The Blue Oval Gives a Compelling Reason to Buy American, Rolls to 60 in Sec.

Twenty-one hundred rpm. That's about the perfect engine speed at which to launch the new Ford Mustang GT -- at least one equipped with the optional $ Track Package, which includes a shorter rear axle, a significantly racier ratio compared with the standard or even the available

Spark the gas, and the horsepower, liter V-8's 24 valves grumblingly sigh to life. A "Good Morning," it seems from Ford's significantly revamped racehorse.

Notch the Tremec five-speed manual into first gear, drop the clutch just right at , and the rear /40 Pirelli PZero summer tires (also part of the Track Pack, along with inch alloys) twitter for a couple beats and then spin in virtual silence until 40 mph, when a forceful one-two shift snaps another chirp from the mitt-size contact patches.

In only seconds, the Mustang GT is moving at a speed of 60 mph. Compared with last year's Bullitt, a car that donated its more potent powertrain and rear axle to the GT, that time represents a second improvement, in other words, the quickest sprint Motor Trend has ever coaxed out of a stock Mustang GT. Less than nine ticks later, at seconds, the GT eclipses the quarter mile at a speed of mph, or second quicker and mph faster than the no-longer-so-bullet Bullitt. The landscape, ostensibly, is blurring out of focus.

Waitis that a Smokey ahead?

Slide your right Nike from throttle to brake, depress with sufficient might to wake up the ABS, and the performance friction compound brake pads (another component of the Track Pack) will squeeze the four-wheel discs with enough fervor to erase 60 mph in only feet-just as abrupt as a BMW i and 19 feet shorter than the Bullitt. Better yet, the binders are easy to modulate and seem calibrated for your foot's force.

The cop proves a false alarm. Lucky timing, as the road is beginning to squiggle at a heart-pounding rate. A set of esses ahead, the steering rouses to attention, arcing right and left with fluid precision. The slightest dead spot resides on-center, but otherwise the helm and its ratio communicate clearly. So does the Track Pack chassis, whose unique struts, rear lower control arm, and rear anti-roll bar, not to mention stiffer dampers and rear springs, minimize body movement to levels previously unseen in a factory Mustang GT. Maximum lateral grip is a tenacious g. The Bullitt could muster only The new GT still rolls more than, say, the g Nissan Z, but its lateral limits are easier to approach and more rewarding to experience than in the Bullitt or GT

Technical editor Kim Reynolds, who shaved second off the Bullitt's figure-eight time ( seconds at g) in the new GT ( at ), says, "This is the most surprising and sure-footed Mustang I've ever driven. Mid-turn bumps don't unsettle the chassis and understeer is minimal." For spirited motoring, the track-tuned suspension is a welcome cohort. For cruising, though, its busy nature, certainly over uneven pavement, can grow tiresome.

Obviously, the Mustang hit the gym hard in the off-season. Whether moving north-south or east-west, the new GT is a swifter, more agile thoroughbred. The numbers don't lie. Nor does the bulging body, whose sculpted sheetmetal appears leaner and meaner compared with that of the '09 model. The look is as mature as it is menacing.

Inside, the digs are more inviting than last year's lower-rent accoutrements. The matte-finished soft-touch dash, cleanly executed center stack, and cool gauges with steel-blue backgrounds and high-contrast white arcs all signal a more premium portfolio. The freshly shaped door inserts are also more appealing, but their glossy, hard plastic facade is a bit of a letdown.

The Shaker audio system and SYNC system with Bluetooth, however, are not, and help justify the $ pricetag for our tester's Premium trim. Even at $34,, which includes the $ Safety Package (anti-theft system, wheel locks) and the $ Comfort Package (power passenger seat, auto-dimming rearview mirror, heated seats), our GT Premium with Track Package still costs less than a comparably equipped Z.

Ford recently announced it lost $ billion in the fourth quarter of , bringing the total hit for the year up to $ billion. At a time when the Blue Oval is hurting like a Madoff investor and its flagship coupe is up against such formidable competitors as the new Z and upcoming Chevy Camaro and Hyundai Genesis Coupe, at least it is offering a musclecar for which enthusiasts can proudly pony up. Burning cash and rubber never smelled so sweet.

Ford Mustang GT
Base Price $28,
Price as tested $34,
Vehicle Layout Front engine, RWD, 4-pass, 2-door coupe
Engine L/hp/lb-ft SOHC valve V-8
Transmission 5-speed manual
Curb Weight (dist f/r) lb (53/47%)
Wheelbase in
Length x Width x Height x x in
mph sec
Quarter mile sec @ mph
Braking, mph ft
Lateral acceleration g (avg)
MT figure eight sec @ g (avg)
EPA City/Hwy fuel econ 16/24 mpg (est)
CO2 Emissions lb/mile (est)
On Sale In U.S. Currently


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2010 horsepower mustang gt

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2010 Ford Mustang GT: Used Review \u0026 Exhaust

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