2010 Ford Mustang

Base RWD 2-Dr Coupe V6 man trans

2010 ford mustang Reviews and News

0907 04 Pl+2010 Ford Shelby GT500+front Three Quarters View
0907 04 Z+2010 Ford Shelby GT500+front Three Quarters View
SONOMA, California
Carroll Shelby and the Ford Mustang are knocking on immortality, and with age comes the wisdom to invent new variations of the classic pony car theme.
Ace snake charmer Shelby, who's eighty-six and still kicking, thrives by teaming with Ford's Special Vehicle Team (SVT) to scare interlopers off their hot coupe turf. Chevrolet Camaro, Dodge Challenger, and, yes, Hyundai Genesis coupe, stand back; there's a new GT500 in town, and the supercharger under its humped hood isn't for blowing smoke.
SVT was born in 1991 to spoil the debut of the fourth-generation Camaro. With and without Shelby as an accomplice, SVT has created some of the best performance models ever blessed with a blue oval. Now, following a long coffee break, the SVT gang is back on two feet - tending one car and one truck - and itching to kick asphalt.
The 2010 Shelby GT500 is the recently face-lifted Mustang armed with the Ford Motor Company's most powerful engine and comprehensive chassis, driveline, interior, and exterior modifications. A 5.4-liter DOHC V-8 similar to the engine that powered the late Ford GT delivers 540 hp at 6200 rpm - a 40-hp gain - thanks to the addition of knock sensors, a more efficient air intake, low-restriction mufflers, and fresh fuel and spark calibrations.
0907 01 Z+2010 Ford Shelby GT500+rear View
A dual-plate clutch, revised transmission ratios, and a shorter (3.55 replacing 3.31:1) final-drive ratio pass the newfound punch to nineteen-inch (up from eighteen-inch) Goodyear Eagle F1 Supercar radials. Chassis alterations include stiffer springs, tighter damping, and a softer front antiroll bar. Steering compliance has been reduced, and there's a touch more power assistance.
The widest racing stripes in Christendom sweep back from a prominent fascia, over a rear spoiler augmented with a downforce-generating (Dan) Gurney flap, and between four-inch exhaust pipes. Forged Super Alloy aluminum wheels brighten the side view and showcase the (front only) Brembo four-piston brake calipers. The tuck-and-roll upholstery is also striped to a fare-thee-well. Metal dash plates are finished with a polka-dot pattern, and there are strategically positioned Alcantara grip patches in the steering wheel and seat bolsters.
Another round of tuning helps suppress the shortcomings of the rudimentary strut-front, live-axle-rear suspension system. Turn-in is linear, the Tokico gas-pressure dampers keep body motions in check, and the new tires provide tenacious grip with a surprisingly supple ride. But, compared with the new Camaro, this Shelby is a work in progress. Minimal road feel reaches the driver's fingers, and mixing hard cornering with heaves or bumps still spells trouble. When we negotiated quick left/right transitions at Infineon Raceway, the GT500 felt like it had bowling balls strapped to its roof, the result of an iron engine block piled high with heavy supercharging gear.
0907 06 Z+2010 Ford Shelby GT500+rear Three Quarters View
The straight-line game is where this car shines. The Shelby's force-fed V-8 howls like a demon, knocking off 4.5-second 0-to-60-mph runs and sub-thirteen-second quarter-mile sprints. That performance drives past all contemporary pony car rivals to harass Corvettes with the Z51performance package. In normal motoring, just the right amount of blower whine is released by a patented chamber located between the cold-air snorkel and the throttle body.
Due credit must be given to the Tremec six-speed transmission. First gear lights the rear tires, while second swings the tail into drift mode. Third is perfect for prowling the suburbs in search of unsuspecting prey. That leaves three more gears for placid cruising. Thanks to the new 0.50:1 top ratio, highway mileage climbs to 22 mpg (a gain of 2 mpg), trimming the Shelby's guzzler tax from $1300 to $1000.
0907 02 Z+2010 Ford Shelby GT500+wheel
Further augmenting the Shelby's joy of shifting, the clutch pedal is light and progressive in its takeup while the stick moves through a tight H-pattern. The coolest interior detail is a striped shift knob made of four molded pieces laminated together and polished by a billiard ball manufacturer.
There are a couple of flaws. A lump in the floor snags the driver's heel during full-throttle indulgences, and the headrests don't willingly accommodate helmets. On track day, you can put up with the rub or lap with the headrests removed.
With a base price of $48,175 (or $53,075 for the convertible), the Shelby GT500 won't deter many from placing their bets on the Camaro, Challenger, Mustang, or Genesis coupe of their choice. Still, it's good to see that the Shelby/SVT collaboration hasn't lost its ability to slip on a game face to show the junior pony car gang what 540 hp can do.
The Specs
On Sale: Now
Price: $48,175
Engine: 5.4L supercharged V-8, 540 hp, 510 lb-ft
Drive: Rear-wheel
Automobile Test Results
0-60 MPH 4.5 sec
0-{{{100}}} mph 9.6
0-130 mph 15.5
1/4-MILE 12.8 sec @
  117 mph
70-0 MPH Braking 157 ft
Speed In gears 1) 46 mph
  2) 77
  3) 105
  4) 136
  5) 155
  6) 155
cornering L/R 0.97/0.96 g
0904 01 Pl+2010 Ford Shelby GT500+front Three Quarters View
0904 01 Z+2010 Ford Shelby GT500+front Three Quarters View
On the modern muscle car battleground, no blow goes unanswered. Mere moments after the new Chevy Camaro SS was offered for testing, Ford parried with a 2010 Shelby GT500 armed with added firepower, a fortified chassis, and freshened interior and exterior appearance.
Let Ford Pimp Your Ride
The GT500 is basically a Mustang pimped by Ford's revived Special Vehicle Team (SVT). Building on last year's 500GTKR (King of the Road) edition, the new GT500 brings more aggressive body armor, a hotter supercharged 5.4-liter V-8 engine, and a host of chassis upgrades to avid Ford enthusiasts bent on running with the quickest Camaros and Challengers. Tagged with a base price of $48,175 - including delivery and a $1000 gas guzzler tax - keeping up with these Joneses doesn't run cheap.
Malicious Visual Intent
0904 09 Z+2010 Ford Shelby GT500+front View
The most notable styling touch is a prominent fascia standing ahead of the aluminum hood to toughen the GT500's nose. Subtle apertures and blockers route air to the heat exchangers, the engine's intake plenum, and the front brakes. As before, the job of the scoops in the hood is to provide a convenient escape path for trapped heat. Clever rear touches include a decklid spoiler fitted with a Gurney flap insert for improved aero performance, meaty 4-inch exhaust outlets, and the essential (but non-functional) lower air diffuser. Forged and machined SuperAlloy brand aluminum wheels shod with 19-inch Goodyear Eagle F1 Supercar radials adorn the flanks. A triple dose of screaming racing stripes (hood, roof, sides) are standard but can be deleted, for those who'd rather not attract so much attention.
Snakes Alive
0904 02 Z+2010 Ford Shelby GT500+profile View
Responding to its loyal constituents, the SVT tuning team upped interior quality and content. The five-piece aluminum dash adornment panels are decorated with a polka-dot treatment while door panels, seat bolsters, and the steering wheel rim are blessed with Alcantara patches for added grip. Last year's stitched-leather dash top has left the bill of materials. Tuck-and-roll leather seat trim is offered in black-on-black or black with a high-contrast racing stripe motif. The insert color palette includes white, silver, blue, and red. Snakes hiss from the seat backs and steering wheel hub. Another special touch is a white billiard-style shift knob inlaid with both an H-pattern and one final helping of racing stripes.
0904 04 Z+2010 Ford Shelby GT500+front Three Quarters View
Man's Best Friend
Even though the bucket seat bottoms are too short for optimum thigh support, the grippy panels stitched into all four bolsters do an excellent job of restraining a heavy-footed driver. Manual adjusters for seat rake and steering wheel position are crude for this price class but serviceable. Shift throws are delightfully short requiring a resolute wrist when the going gets quick. Those who want to share the GT500 experience with friends will be glad to know that there's decent access to the rear compartment and adult-grade space in back. The most notable back seat hardship is red-neck and hot-head syndrome due to the rear glass beaming sunlight directly onto the rear passengers' top extremities. Those who worship the sun should consider the GT500 convertible, which costs an extra $4900
Sights and Sounds
The GT500's standard Shaker 500 sound system includes a six-disc CD changer, MP3 play capability, eight speakers, and Sirius satellite radio reception. A worthwhile upgrade is the Shaker 1000 package offering a full 1000 watts of audio power broadcast through 10 speakers. A magnificent voice-activated navigation system is packaged with dual-zone automatic climate control. Ford's handy Sync connection for routing mobile phones and media players through the sound system is standard in all GT500s
Blown to Run
0904 15 Z+2010 Ford Shelby GT500+rear View
This Shelby's tower of horsepower now cranks out a healthy 540 horses at 6200 rpm and 510 lb-ft of torque at 4500 rpm. The incremental gain - 8 percent more horsepower, 6 percent more torque - comes from reduced intake and exhaust restriction and other subtle tuning touches. Under the hood, there's a cold-air inlet duct and a patented resonator device that filters out excessive supercharger whine. Under the car, an X-shaped connector between the exhaust pipes helps keep the din within legal limits.
This V-8 is for all intents a truck engine blessed with several enhancements exclusive to the GT500. A long stroke ups the displacement to 5.4 liters but stops the rev potential at 6250 rpm. Forged aluminum pistons, four-valve combustion chambers, dual-overhead camshafts, and a forged steel crankshaft and connecting rods are the premium innards. Counting against every aspect of performance, this engine has a cast-iron cylinder block and the weight of its Eaton supercharger and intercooler plumbing piled high between meaty aluminum cylinder heads.
0904 06 Z+2010 Ford Shelby GT500+profile View
The GT500's V-8 sounds pleasantly authoritative and rarely obstreperous. Occupants are treated to entertaining hints of blower whine. Stepping into the throttle with the revs barely above idle sends a booming resonance through the interior, a condition easily remedied by dropping down a few gears to zing the tach over 5000 rpm.
Changing the final drive ratio from 3.31 to 3.55:1 gives the new GT500 endearing vitality off the mark. Unfortunately, some of this joy is sacrificed by a slow-witted electronic throttle. Taller fifth and sixth gear ratios help deliver a reasonable 22 mpg on the highway so the gas guzzler tax drops a bit in this edition. A new dual-plate clutch provides progressive engagement, a sensitive pedal feel, and the brute force muscle to handle everything the supercharged engine dishes out.
0904 14 Z+2010 Ford Shelby GT500+wheel
Stiffer is Better
Chassis alterations include 7 percent stiffer front springs, 13 percent stiffer rear springs, a smaller front anti-roll bar, and dampers with significantly tighter rebound control. In addition, the wheel size is larger at 9.5 x 19 inches to support Goodyear Eagle F1 Supercar tires providing a bit more grip with a more resilient ride. Conscientious tuning has yielded a car that doesn't beat you up over poor surfaces combined with stringent body motion control.
The live rear axle located by three trailing and one lateral (Panhard rod) links lives on in this uber Mustang. Crossing truly evil corner bumps, the un-sprung axle's momentum is a major handicap, but for most driving situations, there's no hardship involved with the rudimentary suspension system.
We measured a nicely balanced 0.97g stick in left turns and 0.96g in right turns. At the adhesion limit, the front tires chatter noisily wide of the line as the car's tail tracks obediently. With the stability control disabled, booting the rear tires loose to explore the drift zone is no challenge.
The recalibrated gas-pressure dampers do a nice job of managing pitch and roll motion except during hard braking and full-tilt acceleration. Also, during rapid left-right race track transitions, the GT500 exhibits a slightly top-heavy feeling.
0904 11 Z+2010 Ford Shelby GT500+emblem
Unfortunately, there is one circumstance where the GT500 trips. If excessive rpm is used during a drag-style launch from rest, the rear axle enters jack-hammer mode with violent hopping and intermittent rubber-to-road contact. The new axle ratio and added torque combo doesn't work as well as the 2006-2008 arrangement. That's an odd situation for a car that has such a devout straight-line, quarter-mile following. During recent tests of the new Camaro with an independent rear suspension--supposedly ill suited for drag use--we observed no such traction problem. To circumvent the axle tramp issue, the GT500's electronic stability system has a launch mode that automatically modulates the engine's throttle. It works as advertised.
Pinks Can Wait
What you really want to know is whether the GT500 puts the hurt on its obvious rivals - Camaro SS and Challenger SRT8. There's no doubt it wins the power to weight ratio calculation. While we have conducted a first round of acceleration tests, the results are so far inconclusive due to adverse weather and traction circumstances.
0904 07 Z+2010 Ford Shelby GT500+front Aerial View
This much we can say with confidence: Stopping performance provided by four-piston Brembo calipers in front and ordinary sliding calipers in back is significantly improved. Cornering grip is not only higher but significantly better than both the Camaro and the Challenger. What the GT500 lacks in suspension sophistication, it more than makes up with well chosen chassis calibrations.
The acceleration we've measured so far spots the new GT500 right on top of both its predecessor and the new Camaro SS, but quicker than the Challenger SRT8. The run to 60 mph took 4.9 seconds on the way to a 13.3-second, 112-mph quarter-mile. That's disappointing for the hottest cannon in Ford's 2010 arsenal but surely not a final answer on this subject. As soon as the sun shines on a retest of the Shelby GT500, we'll update the record with more legitimate acceleration figures.
0904 17 Z+2010 Ford Shelby GT500+front Three Quarters View
Ford Shelby GT500 [no mustang in name though there is a horsie insignia in the windshield]
Base Price: $48,175
As Tested: $50,965 [includes hid lamps, nav, dual-zone A/C]
Engine: 5.4-liter DOHC 49-valve supercharged and intercooled V-8
Horsepower: 540 hp @ 6200 rpm
Torque: 510 lb-ft@ 4500 rpm
Transmission: 6-speed manual
Drive: Rear-wheel
L x W x H: 188.2 x 73.9 x 54.5 in.
Legroom F/R: 42.4/29.8 in.
Headroom F/R: 38.5/34.7 in.
Cargo capacity: 13.4 cu. ft.
Curb weight: 3918 lbs.
EPA Rating (city/highway): 14/22 mpg
0812 02 Pl+2010 Ford Mustang+side
0812 02 Z+2010 Ford Mustang+side
Decades of pony car dominance (in the showroom, if not always at the track) have endowed the Ford Mustang with the type of confidence that renders garish demonstrations of machismo unnecessary. The 2010 Mustang is like the sedate old dude in the back of the bar who's kicked so much ass that he has nothing left to prove. It's so comfortable in its success that it feels no need for outlandish spoilers, pathologically oversensitive throttle calibrations, or faux carbon-fiber trim to call attention to itself. In fact, the muscular GT is so docile and easy to drive, you could use it to teach a teenager how to drive a stick.
Ford really needn't worry much about the upcoming flurry of comparisons that will be made between its pony car and the 2010 Chevrolet Camaro, because the outcome of those comparisons is irrelevant to the Mustang buyer. That person won't care that the base V-6 Camaro produces almost as much horsepower as the Mustang GT's V-8. Or that the Camaro's drop-to-your-knees styling will turn as many heads as the Mustang doesn't. And the solid rear axle? Hell, that hasn't stopped more than nine million people from buying Mustangs so far, and it won't matter now, either.
0812 15 Z+2010 Ford Mustang+front Three Quarter View
No need to change anything, then - the 2010 Mustang receives nothing more than a comprehensive face-lift in preparation for archrival Camaro's appearance. The freshly restyled outer shell makes the new Mustang look more compact and taut than last year's car, but it's actually half an inch longer. The prancing pony on the grille has grown in size, too, and is more chiseled. To complete the sinister look, the chrome emblem is tinted on GT models, which are also distinguished by a more aggressive front fascia. New, squinty headlights are vaguely reminiscent of the 2006 Mustang Giugiaro concept, and the car has grown rounded rear haunches that remind us a little of the Dodge Charger. One thing the Charger doesn't have, however, is three-segment taillights, illuminated by LEDs, that light up sequentially when doing turn-signal duty. OK, so maybe the new Mustang does have at least one garish, let's-brawl feature.
The base Mustang uses the same old 4.0-liter V-6 that produces 210 hp and 240 lb-ft of torque. GT models get the V-8 from last year's Bullitt - a 4.6-liter, 24-valve V-8 that's rated at 315 hp and 325 lb-ft of torque and has a 6500-rpm redline. Both engines bolt to a five-speed manual transmission or an optional five-speed automatic, and each breathes through a half-inch-larger exhaust (three inches in diameter on the V-6, three-and-a-half inches on the V-8). Wheel sizes, previously sixteen to eighteen inches, now measure between seventeen and nineteen inches. GTs with the largest wheels also receive a strut-tower brace, but otherwise, the only substantial changes to the chassis are revisions to the dampening for better body control and a smoother ride.
0812 14 Z+2010 Ford Mustang+interior View
The biggest transformation happened inside the Mustang, where the quality has soared from Kmart chintzy straight to Pottery Barn chic. The soft-touch dashboard retains traditional Mustang design cues but is now a single piece - dramatically reducing squeaks and rattles - and is worlds ahead of anything previously seen in a Mustang. Premium-package Mustangs also feature Ford's MyColor, which allows the driver to choose from dozens of illumination colors for the gauges, a gauge background bezel, ambient cabin lighting, and ultracool illuminated sill plates. The gauges of lesser Mustangs are illuminated in a nonadjustable, but beautiful and highly legible, ice blue.
0812 05 Z+2010 Ford Mustang+center Stack
The new Mustang also receives the latest version of Ford's Sync infotainment system, which has an almost supernatural ability to recognize voice commands, an ultrasharp screen, and quite possibly the best iPod and Bluetooth phone integration in the business. An optional rearview camera is located in the rear spoiler, and its image is displayed on Sync's eight-inch screen (or in the rearview mirror in cars without Sync.) Most important, the camera is programmed to continue to display the image from the rear of the car for several seconds after shifting out of reverse. Why? So you can watch the tire tracks and smoke while you do a burnout, of course.
Burnouts are possible, by the way, even with the newly available electronic stability control fully active, so long as the car stays reasonably straight. Ford's engineers insisted on it. They also insisted that drivers retain the ability to fully disable ESC. We already shook their hands for you, so there's no need to send thank-you letters to Dearborn. GT models also feature a new sport mode, which allows pretty lurid oversteer before pulling the rear back in line.
0812 07 Z+2010 Ford Mustang+engine
The GT may cruise down the road in shocking silence - its cabin seems quieter than those of some luxury cars, and there's an eerie lack of wind noise even at triple-digit speeds - but it still honks when you put your foot down. A resonance tube carries the engine's intake snarl directly into the cabin, and two small mufflers and two catalytic converters are the only things hushing the V-8's thunder - there are no resonators or secondary mufflers to stifle the roar. But in true Mustang style, the overboosted steering stifles any feedback from the front wheels. Likewise, the suspension delivers a supple ride at the expense of insufficient body control over rough pavement.
0812 03 Z+2010 Ford Mustang+front View
A shorter, 3.73:1 (versus the painfully long 3.31:1) limited-slip differential is optional on the GT, but autocrossers and track rats surely will want to wait for the track pack, a $1495 option to be released later in 2009. It includes the diff, firmer dampers, more aggressive brake pads, and summer tires in place of the GT's all-season rubber, as well as antiroll bars and other suspension goodies from the 2009 GT500. The transformation is dramatic on the racetrack, where the GT is well-damped, well-balanced, and easily controllable rather than wallowy and prone to understeer.
Ford knows its Mustang customers well, whether they're track junkies, quarter-mile rockers, or just people who want a cool-looking sporty car. And by making the 2010 Mustang the same, only better, Ford is giving those customers exactly what they want. The confident Mustang doesn't have to worry. Even if the Camaro winds up being the better car - like it was through the 1990s - Mustang buyers won't care.
448504 Mauro Calo Entertains The Crowds Breaking The World Record For The Longest Car Drift
The world record for longest drift was shattered yesterday at Mercedes-Benz World when stunt driver Mauro Calo drifted his 2011 Mercedes-Benz C63 AMG 7572 feet, or almost eight laps around Mercedes-Benz World’s handling circuit. While Calo was going for 10,000 feet around the 360 degree course, a blown rear-tire ended his run early.
Owners of 2007 through 2010 GT500s take notice: If you ever wanted to outfit your rides with Shelby's40th Anniversary or 427 Super Snake packages, you'd better hurry up because they're about to be discontinued this December.
The unveiling of the 2012 Ford Mustang Boss 302, and its Laguna Seca track-spec counterpart, provides enthusiasts with yet another hot Mustang option. Just how does it stack up against Ford's other in-house special, the Ford Shelby GT500?
Today's barrage of monthly sales information from the Big Three and other manufacturers was a storm of facts, figures, and charts. For the number crunchers, it's a field day. For enthusiasts, it's probably just a jumble of numbers.
Stepped away from your Blackberry, PC, or iPad for the week? Here are a few of the top news stories for the past week, along with some auto shows to visit and racing action you may want to tune into during your weekend.

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2010 Ford Mustang Specifications

Quick Glance:
4.0L V6Engine
Fuel economy City:
18 MPG
Fuel economy Highway:
26 MPG
210 hp @ 5300rpm
240 ft lb of torque @ 3500rpm
  • Air Conditioning
  • Power Windows
  • Power Locks
  • Power Seats (optional)
  • Steering Wheel Tilt
  • Cruise Control
  • Sunroof (optional)
  • ABS
  • Stabilizer Front
  • Stabilizer Rear (optional)
  • Electronic Traction Control
  • Electronic Stability Control
  • Locking Differential (optional)
  • Limited Slip Differential (optional)
  • Airbag Driver
  • Airbag Passenger
  • Airbag Side Front
  • Airbag Side Rear (optional)
  • Radio
  • CD Player
  • CD Changer (optional)
  • DVD (optional)
  • Navigation (optional)
36,000 miles / 36 months
60,000 miles / 60 months
Unlimited miles / 60 months
60,000 miles / 60 months
Recall Date
Ford Motor Company (Ford) is recalling certain model year 2005-2014 Mustang vehicles manufactured April 6, 2004, to June 21, 2014, and 2005-2006 GT vehicles manufactured February 20, 2004, to September 22, 2006. The affected vehicles are equipped with a dual-stage driver frontal air bag that may be susceptible to moisture intrusion which, over time, could cause the inflator to rupture.
In the event of a crash necessitating deployment of the driver's frontal air bag, the inflator could rupture with metal fragments striking the driver or other occupants resulting in serious injury or death.
Ford will notify owners, and dealers will replace the front driver side air bag inflator, free of charge. Ford issued an interim notification to owners on July 20, 2015. Owners will receive a second notice when remedy parts become available. Owners may contact Ford customer service at 1-866-436-7332. Ford's number for this recall is 15S21. Note: This recall supersedes recall 14V802 in its entirety. Additionally, vehicles that have had their driver side frontal air bag replaced previously as part of a recall remedy need to have their air bag replaced under this recall as well.
Potential Units Affected
Ford Motor Company

IIHS Roof Strength
NHTSA Rating Front Driver
NHTSA Rating Front Passenger
NHTSA Rating Front Side
NHTSA Rating Rear Side
NHTSA Rating Rollover
IIHS Front Moderate Overlap
IIHS Overall Side Crash
IIHS Rear Crash
NHTSA Rating Overall

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