with all of this talk about the "coyote" mustang in 2011, what will ford do for the gt500? I mean, if the mustang stays basically the same weight with 400+ horsepower, we're probably lookin at a flat 13 sec 1/4 mile. People wont pay 20k more for a couple of tenths quicker with the gt500.

 

Probably a new engine or same engine with diff supercharger on it. id say approaching 600 HP.

im not educated......but after watching Fast and furious.........what does it take for a car to be a 10 second car?

 

400 HP at about the same weight should put the car in the 12's with a decent driver... If that's the case I think we will see runs around 12.8 or better. I ran a 13.082 and my car is probably around 350-360 HP at crank.

 

If the '11 GT betters the Camaro SS for power, I'd expect the GT500 to best the Z06 and the KR to match or best the ZR1.

 

I don't think that will happen... unless they do some drastic weight reduction and changes to the body to make it as aerodynamic as the Vettes. (Z06 is like .31 or .34 depending who you ask, GT500 is .38) ... or add lots of HP to it.

 

I just meant HP. Only way a GT500 would ever run with a Vette on a track would be to drop it off at Jenny Craig and race prep it.

 

Well the unwarrantied Shelby Super Snake make nearly 100 more horsepower than the ZR1....and runs a 10.8 in the 1/4 mile

 

Yeah... 1/4 mile is worthless to me. Wouldn't care if it went 8's if can't corner.

 

I'm just the opposite. The only corner it has to turn for me is the one at the end of the drag strip.

 

Rumor is the 2011 GT500 will have an aluminum 5.4, which will take about 100-125 pds off the nose. Not sure about an increase in hp but the 500 would def. handle better. I have spoke to owners who had 07-09 GT500 and now have a 2010 and say it is night and day.

Here is a good article about the GT500: http://www.motortrend.com/features/p...car/index.html

5TH PLACE: 2010 FORD SHELBY GT500

Following our experience with the Shelby GT500 KR in last year's Best Handling test, we were skeptical of a strong showing from this still-live-axle, albeit significantly reworked 2010 GT500. But just as the ZR1 gave us surprises we didn't like, the GT500 offered up ones we loved. "The car manages to feel lighter than it is," says Markus of the 3903-pound ponycar. "A huge upgrade over last year's romper-stomper KR," notes St. Antoine, adding, "This GT500 is simply way more poised and driver-friendly."

What jumps out at you here is the Shelby's particular sensitivity to pitch while braking and its pedal effort's non-linearity. So, even though its stopping distance is nearly average, we still have some issues with the Ford's braking experience. Otherwise, what's noticeable is its lack of other test anomalies compared with the Camaro SS. It speaks volumes that a car we'd categorize as a ponycar can hold its own so resolutely among a field of performance mega-achievers.

Much of that driver-friendliness comes from the beautifully executed cockpit, which St. Antoine describes as "gorgeous, with appealing shapes, cool wheel, racy seat trim, and the excellent Sync system." Compared with archrival Camaro, the Shelby offers far and away the better-looking cabin. And by better looking, we mean it's better for looking out. "It's amazing how visibility from the driver's seat plays into making a good driver's car," observes Markus. "This one's view out is way better than the Camaro's." While the Ford's taller profile may lack the Chevy's cool and menacing slit-windowed greenhouse, it does nothing to impede the joys of driving, certainly when the driving becomes of the aggressive sort. "Easy to drive hard, no manhandling needed," says Loh, who also notes, "Steering is accurate and precise, and the seats are soft for fore-and-aft travel, yet supportive side to side."

Pobst, who flogged the Shelby to a lap time of 1 minute, 44.3 seconds, or 1.4 ticks quicker than the Camaro, exited the Mustang as if he'd just been in a rodeo -- and won. "Yee-haw! Boy, I had a great time at the wheel. That car was really enjoyable. And it's much improved over the Shelby Mustang we drove last year." How so? "It's more balanced," he says without pause. "This Mustang is balanced, despite its size; as a driver, I really enjoy that. I could create a little understeer, I could create a little oversteer; it was predictable in that way. It has big power-enough to leave black stripes out of some of the corners. You look over there at Turn Four and the black stripes are almost laid right over each other from my two laps -- that's good handling because I could place the car right where I wanted it, even though I was in a power-oversteer drift. These are wonderful things."

All this from a live-axle musclecar? Seems too good to be true. There must be some disappointments. Indeed, there are, but none is especially significant or without remedy. "The Goodyear tires on this Shelby Mustang felt hard. I don't think they had a lot of grip," says Pobst. He also notes the brakes could be better. "The brakes aren't up to the engine in the Shelby. They're better than in a standard Mustang, but if you're going to want to do track days, you're going to want even bigger brakes."

Our judges voiced a few quibbles as well; specifically, a shifter that required high effort at times and a rear suspension that, despite laying down a Miata-beating 0.92 g, was still less stable over rough patches than the IRS Camaro. But that was it.

"Like Angus MacKenzie was talking about, he wants a car that's going to make him look good," states Pobst. "This Mustang is going to make the driver look good." In this year's field, only four cars did that better.