Pros :
- Muscle-car styling.
- Fairly powerful engine.
- Improved interior materials.
- Great braking performance.
- Good in-car entertainment package.
Cons :
- Doesn't look too different from old model.
- Expensive as the options pile up.
- Limited rear legroom.
- Engine appears weak compared to rivals.
- Outdated suspension outclassed on corners.
Interior :
Press Coverage :
Muscle goes modern for 2010 as the Ford Mustang – America’s favorite muscle car for 45 years straight – hits the streets with a new exterior design; new world-class interior featuring well-crafted materials and updated technology; and a V8 with even more horsepower and an even throatier signature Mustang exhaust sound.
It starts with the more aggressive grille, punctuated with the first new Mustang emblem since the car’s introduction in 1964. Both the V6 and GT have brand-new sculptured front-end designs unique to each model. The headlamps and turn indicators, now integrated into one unit, are modern interpretations inspired by the 1970 Mustang. On the V6, the fog lamps are located on the lower fascia, while on the GT, the fog lamps are again located in the upper grille – but are smaller than the outgoing model, similar to the original lamps of the 1967-68 models that inspired them.
The exterior sheet metal, except for the fast-back roofline, is all new for 2010. At the front, the new headlamps, lower fascias, fenders and grille are capped by a powerdome hood that adds to the muscular appearance while functionally allowing for enhanced air cooling of the engine. Mustang’s washer-fluid nozzles are tucked into the cowl, while the antenna has been moved to the rear, both of which create a cleaner appearance while also reducing wind noise.
Front rear fenders feature taut, sculptured wheel flares, like a tight skin stretched over the wheels. A classic spear character line on the doors leads to a modern indication of “hip” rear fenders. The rear end design features aggressively angled rear corners, a sculptured decklid and prominent rear badge. A rear-view camera incorporated into the spoiler is available on some models.
A notable new tail lamp design features three LED bulbs firing sequentially from the inside for turn indication. The sequential bulbs were a distinct Mustang feature in the ’60s and comeback to the 2010 for the first time since then. Locating the reverse lamps vertically creates a modern version of the Ford classic three-lens taillamp.
Cleverly combining modern technology with Mustang heritage is a signature of the 2010 model, in terms of both design and engineering. The wheel-and-tire combinations are 1 inch bigger across the board, ranging from 17 to 19 inches, which helps improve handling and braking. The shocks have been retuned on all models as well. The 2010 Mustang 4.6L V8 benefits from innovations from the popular Bullitt model. Power has increased to 315 horsepower.
AdvanceTrac™ Electronic Stability Control (ESC) is now standard and complements Mustang’s all-speed traction control and anti-lock braking system (ABS). In addition to all of the design and driving dynamics improvements, the 2010 Ford Mustang is engineered to maintain its top government safety ratings. Standard safety equipment includes: dual stage front driver and passenger air bags; front seat-mounted side air bags; and, Ford’s Personal Safety System.
Like the exterior, the interior design is all new with world-class materials and execution. The powerful new one-piece instrument panel design is crafted in seamless soft-touch plastic skin fully encompassing available genuine aluminum-finish panels. Mustang’s chromed-ringed gauges and dual-vane air register vents are precisely crafted and positioned. The instrument panel and console flow as one shape, another strong connection to Mustang heritage. The seats and arm rests have softer materials with high-quality stitching.
The new center stack design adds the latest version of Ford SYNC™, with new features 911 Assist and Vehicle Health Report. Drivers also can customize their ambient and instrument lighting through the My Color™ system, which features 125 color options.
In addition to the improvements in technology and comfort, drivers will notice a quieter ride. The upgraded instrument panel along with new sound deadeners added to select areas helped improve interior quietness, especially at high speeds or on rough roads. All the better to hear that famous Mustang roar. With a completely redone exterior that echoes the classic Mustang designs of the past, an interior featuring world-class materials, numerous technology upgrades and an improved driving experience, the 2010 Mustang is poised to become the latest classic in the proud line of Ford’s iconic American muscle car.
Ford Motor Company
Performance options? Just one. The nicely named Track Pack. For $1,500 it adds a unique set of dampers, a front strut-tower brace, a shorter 3.73:1 axle ratio, a limited-slip differential, dual-piston front calipers with performance brake pads, recalibrated stability control, a set of cast-aluminum 19-inch wheels with 255/40ZR19 Pirelli P Zero summer performance tires, plus several pieces from the current Shelby GT500, including its front and rear antiroll bars, rear lower trailing links and front upper strut mounts.
The Track Pack improved things, however, and we praised the additional athleticism. But after two weeks behind the wheel of this 2010 Ford Mustang GT, we've decided that the Track Pack doesn't take things far enough. Oh, there's plenty of grip, and the Mustang has a real ability to change direction, but its suspension still dives, squats and leans far more than it needs to, and it doesn't deal with crests or elevation changes as well as it could.
Basically the Mustang's suspension works. This car is easy to drive very quickly on a mountain road, we'd just like it to feel more precise than it does, more tied down to the road. And we still think the steering is over-boosted, although it feels better in the hills than it does in the city, and the brake pedal is still too soft.
Edmunds.com
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 19-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.
Car And Driver
History:
2005-2009 Ford Mustang GT
4,601 cc / 300 hp / 320 lb-ft / 3483 lbs / 0-60 mph 5.1 sec.
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