Shelby Mustangs

Wallpapers - Ford Mustang Shelby GT500 (2011)

2010-03-08T01:00:00.001-08:00

17 jpg | 1600*1200 | 5 MB

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2011 Ford Mustang Gets 5.0-Liter V-8

2009-12-29T09:54:00.000-08:00

2011 Ford Mustang Gets 5.0-Liter V-8

According to several sources across the web Ford is indeed developing an all-new 32 valve 5.0L V8 engine with the code name 'Coyote' for a return in the 2011 Mustang GT and 2011 Ford F-150. The all-new 5.0L V8 powerplant is said to have 400 horsepower and 400 ft-lbs of torque. The new 5.0L V8 has been rumored for quite sometime and comes as no surprise to Mustang fans who knew Ford would have to do something to keep up with the new Challenger SRT8 and 2010 Camaro SS. Ford has made no official announcement on the new 5.0L V8 as we expect it to stay that way until sometime in 2010. With the refreshed 2010 Mustang GT coming with the 4.6L V8 in a few months Ford would not want to hinder sales of their new pony car by releasing info on the new 5.0L V8.

2010 Ford Mustang Customizer Screensaver

2009-12-13T04:31:00.000-08:00

2010 Ford Mustang Customizer Screensaver | 7.25 MB

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Steeda Autosports Q500 Mustang (2010) - Overview

2009-11-09T05:45:00.000-08:00

Supercharged - Extreme Performance - Competition proven

The Steeda Q500 takes the superb platform of the Q350 and adds a healthy dose of supercharged power only as the team at Steeda Autosports can do. With over 500+ horsepower and 490+ ft. lbs. of torque, this 4.6L supercharged system provides pure power when you need it with complete control from idle up to it’s 6500 rpm redline. Have more power when you need it, without the wait and without compromise of other supercharger systems.

Having all of this power requires a suspension system to plant it to the asphalt, and the Steeda Q500 does that with our proprietary track tested and race proven suspension system. Fly down the quarter mile in 12.2 seconds at over 113 mph and then attain 1.2gs on the skidpad the same set of street tires. Performance, reliability, and exclusivity that is unmatched in the performance industry today!

With exclusive Steeda Autosports equipment, the Steeda Q500 is an outstanding road car performance engineered for the most demanding performance enthusiasts who likes to live in the fast lane!

Steeda - Where Speed Matters

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Steeda Mustang (1600x1200)

Source: www.steeda.com

News - Battle of the bulge

2009-11-04T08:22:00.000-08:00

Yowch. Is that a four-litre Whipple supercharger under your bonnet... or are you just pleased to see us?

The SEMA show has only just kicked off in Las Vegas, but we think we might have found an early contender for ‘bulgiest car in show'.

This is the Mustang Cobra Jet, the latest version of Ford's drag-race ready muscle car, intended for stock and super stock racing and armed with a nose like a great chrome proboscis monkey.

Hiding under that bonnet is a 5.4-litre V8 equipped with a 4.0-litre supercharger. Ford hasn't yet revealed the Cobra's power output, but says that in base form it will develop around 475bhp - so expect this forced induction monster to pump a whole lot more than that to those fat rear tyres.

For the first time, the Cobra is equipped with proper launch control, enabling those dedicated draggists to nail the perfect start every time. We're no experts in the world of drag racing, but doesn't that, sorta, take the only element of skill out of proceedings?

To find out about more stories like this, follow us on Twitter and become a fan of Top Gear on Facebook.

Fast New Shelby Mustang GT500 Full Test

2009-10-16T22:53:00.000-07:00

Media Kit Pack

2009-09-16T09:58:00.001-07:00

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Wallpapers - Ford Mustang AV-X10 (2010)

2009-08-11T00:29:00.001-07:00

13 jpg | 1600*1200 | 5.01 MB
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Video - PAN Ford SHELBY vs CAMARO (Trailer animation)

2009-07-30T23:52:00.000-07:00

Ford Mustang GT 2010 Screensaver (Mac & Win)

2009-06-14T00:18:00.000-07:00

Ford Mustang GT 2010 Screensaver | Mac & Win | 27 Mb

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WILL SMITH’S “I AM LEGEND” AND FORD

2009-06-05T09:31:00.000-07:00

Shelby Mustang GT500, Expedition and Escape Hybrid co-star in “I Am Legend.”

In the blockbuster film, “I Am Legend”, Will Smith drives the deserted streets of a futuristic New York City in a red 2007 Shelby Mustang GT500 with signature white stripes. The first few minutes of the movie shows Smith’s character, Robert Neville, in the Shelby GT500 chasing a herd of wild deer through the empty streets of Manhattan.
Throughout the movie Will Smith also shares scenes with a Ford Expedition. At the end, Smith uses the aptly named, and environmentally friendly, Ford Escape Hybrid to depart New York City.
“I Am Legend” isn’t the first movie version of Richard Matheson’s 1954 science fiction novel to feature a red Ford vehicle. A 1971 adaptation called “The Omega Man” put Charlton Heston behind the wheel of a bright-red 1970 Ford LTD.

Source: www.ford.digitalsnippets.com

Video - Ford Mustang Bullitt

2009-05-24T10:18:00.000-07:00

Ford Mustang Bullitt (2008) in San Francisco

1:10 minutes

Car review - Shelby Mustang GT500 (2010)

2009-05-02T22:59:00.000-07:00

In my recent review of the 2010 Mustang GT, I suggested that only a slight lack of power vis-à-vis the competition kept the revised pony from five-star status. The new “Shelby”— air-quoted because the car is really a product of the dedicated men and women of Ford’s unsung SVT division—GT500 is a sharp riposte to that concern. At approximately forty-eight thousand dollars, it’s the only 540-horsepower car available under fifty grand. Or sixty. Or seventy. Or eighty. Or ninety. In fact, if the embattled Viper doesn’t show up in showrooms for 2010, it will be the only car for sale in the country with this kind of power under . . . the Corvette ZR-1, which costs nearly three times as much. Ah, but is the über-Stang really worth the premium over the the GT?

When I heard that Ford’s GT500 media preview would take place at Infineon Raceway, it seemed reasonable to assume that we’d be focusing on dragstrip prowess, with a side nod to racetrack potential. Surprisingly, delightfully, Ford chose to start the press day with a one-hundred-and-forty mile drive up the Northern California coastline. Narrow roads, sharp turns, big elevation changes and limited sightlines. From previous testing, I knew the aluminum-block Mustang GT was a competent dance partner under those conditions. Surely the heavy-nosed Shelby would be a bit overmatched by an endless series of camber-change second-gear hairpins?

The answer turned out to be a combination of “kinda” and “hell no.” There’s no getting away from physics. The supercharged iron-block mill hanging over the ’Stang’s front wheels creates a pretty big polar moment of inertia. The GT500 is like a paper airplane with three paperclips on the nose; it wants to fly straight under all circumstances. Drivers who are looking for the darty nose of a Porsche Boxster or Mazda RX-8 can keep looking.

For the 2010 GT500, Ford’s SVT engineers reduced the front swaybar’s diameter while increasing spring stiffness. (The changes permit a quicker load on the outside tire, promoting initial turn-in.) They revised the damping rates to match the new bespoke-pattern Goodyear tires. The payoff: the GT500’s steering wheel now has some real bite on the pavement. Although it takes some force to get the nose turning, it will happen reliably upon driver request. There’s none of the nasty “slip and set” feel familiar to drivers of older Mustangs.

Once the GT500’s steering’s in progress, additional rotation around the car’s vertical axis is available on command. Second gear runs up to nearly eighty miles per hour; the heroic thirty-two-valve Romeo motor can spin the tires without preamble anywhere on the tach. As with the Mustang GT, this feels like a “Euro” engine, closer in power delivery to a Cayenne Turbo’s V8 than to any pushrod ponycar. The Shelby delivers its maximum power above six grand. More importantly, the torque peak is between four and five. It’s a road racer’s dream, awake and alive all the way to the limiter.

Down Highway 1, I find myself reaching for third gear more and more, and occasionally venture into fourth on the exit of the fastest corners. The road’s crowded, but with the ability to reach one hundred and thirty miles per hour in seconds, any visible gap is usable. I see a big “whoop” ahead, a mid-corner hump that obscures the road beyond it, and I hit it at ninety miles per hour. The limiter chatters as the rear wheels spin in midair. I land the big Shelby sideways with the rear tires smoking. What we’re looking for here is something between the auto-correction of a GT-R or Porsche 997 and the unpredictable “death car” wobble of a first-gen Viper. Fortunately, the Mustang Shelby GT500 delivers perfectly.

Still, without active participation, I’ll oscillate off the road, fall down to the rocky seashore, and die. Big opposite-lock. The GT500’s feedback is micrometer-precise. Foot still flat on the floor, I sense the momentum reducing and unwind the steering. Here, that big iron arrowhead is a help, not a hindrance. And get this: we’re still accelerating. Fourth gear and we straighten out. That’s it. I’m in love. The Mustang Shelby GT500 provides all the power you could want, all the control you need, and all of the babysitting electronic crap can be turned off. Perfect.

The rest of the car’s pretty good, too. The interior detailing and features do more justice to the price than one might expect, and NVH levels are almost too respectable. The Shelby GT500’s well-built enough to suck-in the occasional Infiniti or BMW intender. While the Neanderthal retro–look is a bit OTT, the latest ‘Stang certainly earns its stripes. To wit: when Shelby introduced the first GT500 in 1967, he claimed it would be a superior road car. Forty-one years later, it is.

[Ford provided the car reviewed, insurance, access to a closed course and a couple of tanks of gas.]

Wallpapers - Ford Mustang Giugiaro Concept (2006)

2009-04-25T22:21:00.000-07:00

40 jpg | 1600*1200 | 8.57 MB
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Magazine - Car Craft (May 2009)

2009-04-04T09:53:00.000-07:00

PDF | 101 pages | English | 27,4 Mb
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Car review - Ford Mustang (2010)

2009-03-21T01:09:00.000-07:00

It’s easy to have mixed feelings about the 2005-2009 Mustang GT. It’s handsome, for the money you paid you got pretty good V8 power and it was fast enough. Where the (suddenly) last-gen Mustang falls down is the lowest bidder interior, questionable handling and non-track day brakes. “Listen baby I had a great time, but don’t lose any sleep sitting by the phone.” But hey, Ford’s prepped a (kinda) all new steed for 2010 and you can bet Mullally’s golden ‘chute that Mustang engineers have been hard at work addressing the above issues. Well, except for the brakes.

If you have an internet connection and a passing interest in cars, you’ve already sick of seeing the redesigned ‘Stang. But in person, it’s much better looking than in 2D. The detail that struck me hardest were the three creases on the hood. It’s an intriguing, complex surface. The side mirrors are painted body color (yay!) and the antennae has been moved to the rear. And you know, I like the more geometric rear end with the three-bar taillights. I also like the resculpted face. Sure it has some Camaro cues (hooded lights, downhill curve) but they’re good cues and segment appropriate. The only body panel they didn’t change is the roof, but sitting on the fatter (er, more muscular) haunches it reminds me even more of the ‘68 Fastback. Which is good. And you really got to see this baddie in Grabber Blue.

Ford got halfway to the promised land with the interior. Gone are many of the more egregious examples of IQ insulting penny pinching. For instance the bulk of the dash is now covered in actual aluminum. The gauges are not only crisper but Mustang exclusive. The leather seats sport oversized, contrast stitching and a stylish accent stripe. But there’s hardly any bolstering and after more than an hour, they hurt your back. Another example of almost but not quite: Ford placed soft leather inserts into the doors. Nice. But above ‘em is the same lousy plastic as last year. Pity.

Put your foot into the throttle and you’ll bang your head (against the headrest). Power is up for 2010. Up to Bullitt levels. That’s 315 hp and 325 lb-ft of torque. And check this: should you choose to fill up with premium gas, the ECU makes the torque earlier between 1,000-3,000 rpm. Also like the Bullitt, engine noise is piped into the cabin. Literally. While the sound isn’t quite as sweet as the car McQueen inspired (blame thicker sound proofing), the grunt is better than before. 0-60 times are probably in the 5 second flat range, just like the Bullitt. In certain interior packages, you can even shift gears with the Bullitt’s knob. If you’ve guessed that Ford benchmarked the Bullitt when designing the new car, pat yourself. Why? The Bullitt was the best Mustang Ford ever built.

The Bullitt made great strides in addressing the standard car’s handling issues. The 2010 Mustang GT crosses the finish line. More bracing, tighter spring rates, more damping, thicker sway bars and greatly improved aerodynamics work together to create the first Mustang in memory that thrives in the twisty stuff. Stick your head between the mufflers and you’re still greeted by a thick live axle. Ready for the truth: so what? After seven hours of constant, aggressive driving I encountered exactly one patch of asphalt that upset the rear end. But it was so cruddy that an IRS car would’ve spazzed, too.

I took the GT up and over some of the most challenging, technical canyon roads Southern California has to offer. The new ‘Stang excelled. I could go hard into essentially every corner and confidently blast my way out (some of the uber tight, near-180 degree guys require a soft entry). Like wow, man — a Mustang that’s actually confidence inspiring on windy roads. The steering is a bit over-boosted and the 19” wheels could use souped up tires, but I’m splitting hairs. Finally we have a Mustang that handles the way every 14-year-old assumes it does. Except for those brakes…

Instead of being an also-ran, value proposition in need of lots-o-mods, the “evolution not revolution” 2010 Mustang is a good performance car right out of the box. For those requiring a bit more brawn, there’s the $1,400 Track Pack that gives you Pirelli P Zeros, stiffer shocks and sways — plus upgraded brakes. The real question though, is whether you should buy a Bullitt right now for several grand off sticker, or wait a month and grab the 2010 Mustang. Probably at full price ($27,000 or so). Tough choice. If forced, I’d say that the Bullitt sounds better whereas the new GT drives better. Meaning this is the best Mustang ever. For now at least.

Source: www.thetruthaboutcars.com

Wallpapers - Ford Mustang (2010)

2009-03-20T23:57:00.001-07:00

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The Fast and the Furious: Tokyo Drift - Skyline-Powered 1967 Ford Mustang

2009-03-19T00:23:00.000-07:00

So it’s no secret the “Fast and the Furious” line of movies have been a thorn in the side of domestic muscle car owners, in fact the flock of rice (modded imports) taking over the streets of cities nationwide was sparked by this series. It’s also no secret we’ve made fun of those cars too (insert fart-can comment, riceburner, boeing 747 inspired race wing that actually hurts their traction rather than help, etc.).

Apparently the ‘hero’ of this latest F&F film is a ‘67 Mustang fastback that eventually sports a Nissan RB26DETT, a twin-turbo 2.6-liter DOHC 24-valve straight-six from the ’holy grail’ of imports… a mid-’90s Nissan Skyline GT-R. This thing laid down 340 rear wheel horsepower at 7,300 rpm, enough to move it to a respectable 13.32 @ 109.83 mph in the quarter-mile. Yikes!

Domestic guys are pissed because this very clean and very classic ‘Stang has been outfitted with a treasure trove of Japanese tuning parts. We’re not just talking about a GReddy sticker here or an ARC intercooler there, we’re talking about the fact that the people at Universal (the movie company behind the film) yanked out the pony car’s beloved American powerplant and shoehorned a Japanese engine under the hood.

Import guys are pissed because the Japanese engine in question is the RB26DETT, also known as the engine found in the holy grail of all Japanese performance cars, the Nissan Skyline GT-R. Import guys feel that this engine is the pinnacle of uber high-tech Japanese engineering, and to throw it in a 40-year-old ill-handling relic is nothing short of sacrilege.

Source: www.moddedmustangs.com

Magazine - Motor Trend (2009-03)

2009-02-21T04:01:00.000-08:00

PDF | 134 pages | English | 18,2 Mb

Contents:
Future Cars: Ford Shelby Mustang GT500 (2010)

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Magazine - Motor Trend (2008-07)

2009-02-08T01:59:00.000-08:00

PDF | 162 pages | English | 31 Mb

Contents:
Time Travelers: Dodge Challenger SRT8 vs. Shelby Mustang GT500

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Wallpapers - Ford Shelby Mustangs 1968-1969

2009-02-08T01:44:00.000-08:00

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Magazine - Car and Driver - 2006 Issue 07 July

2009-01-29T09:30:00.001-08:00

PDF | 84 pages | English | 7.59 Mb

Contents:
Comparison Test: Chevrolet Corvette vs. Ford Shelby Mustang GT500
Back to the Future: '68 Shelby GT500KR vs. Corvette 427, again.

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Wallpapers - Dodge Challenger SRT8 (2008) vs. Ford Shelby GT500 (2008)

2009-01-26T05:52:00.000-08:00

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Photography by Wesley Allison

www.motortrend.com

Magazine - Motor Trend February 2009

2009-01-25T10:13:00.000-08:00

PDF | 132 pages | English | 28.5 Mb

Contents:

First Drive: Ford Mustang GT

Archive: The new Ford Mustang, take 1

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Video - Ford Mustang Shelby GT500 (2010)

2009-01-19T08:26:00.000-08:00

Ford Mustang Shelby GT500 (2010)

1:05 minutes