Seats are gorgeous, as is the center console which flows down into the shifter and towards the rear. The cabin looks fantastic after dark, and it's all slightly more modern and dynamic without losing its character. Materials quality has been notably improved too, and the dashboard no longer feels like a missing piece of a plastic patio set.
Typical complaints of the car remain. Rear seats are for kids or child-seats only, roof-up visibility is limited, and the front quarters don’t feel quite as roomy as the body's size lets on. Additionally, the high-mounted 12-volt power outlet leaves your charging cable dangling in the way of the stereo controls.
Bullitt-based motivation
Minor modifications have sent output from the powerplant a bit farther north, and the 4.6 litre V8 is now rated at 315 horses on regular fuel.
Turns out that last-year’s Bullitt model was a great preview of the 2010 Mustang GT's powertrain setup, since the same style of intake, engine controller, and various other tweaks were carried over. The two-stage octane detection system is here too, dialing up the engine for a bit more low-end jam if you feed it high-grade fuel.
Redline is increased slightly, the exhaust tips are larger, and the sound remains 100-percent American-grade V8 beef. Mustang achieves ignition with a short snarl followed by a distinctive burble-- playing quietly if drivers are very gentle but generally snorting, howling and bellowing at any chance. Lifting off the throttle at certain RPMs even sends awesome crackling, popping sounds from the exhaust.
Ford’s left the competition no room to gain an edge in terms of sound effects.
Sharper legs
The 2009 Mustang Bullitt was a good indication of the way the 2010 Mustang GT would handle, too. Suspension modifications have been carried over, and the 2010 GT feels sharper and more precise than other Mustangs in recent memory. It’s still far from a corner-carving monster, though by Mustang standards, it’s vastly improved.
The solid-axle rear end can lead to some jiggly handling dynamics in certain situations, but it puts power down off the line very reliably. Wearing a huge set of optional 19-inch wheels, the tester boasted excellent ride comfort-- even over some nastily-deteriorated backroads.
As has been the case for decades, Mustang remains an easy-to-drive machine that’s happy to accompany you from everyday running around to weekend drag-racing and anywhere in between.
Typical complaints of the car remain. Rear seats are for kids or child-seats only, roof-up visibility is limited, and the front quarters don’t feel quite as roomy as the body's size lets on. Additionally, the high-mounted 12-volt power outlet leaves your charging cable dangling in the way of the stereo controls.
 |
| The 4.6 litre V8 is now rated at 315 horses on regular fuel. |
Bullitt-based motivation
Minor modifications have sent output from the powerplant a bit farther north, and the 4.6 litre V8 is now rated at 315 horses on regular fuel.
Turns out that last-year’s Bullitt model was a great preview of the 2010 Mustang GT's powertrain setup, since the same style of intake, engine controller, and various other tweaks were carried over. The two-stage octane detection system is here too, dialing up the engine for a bit more low-end jam if you feed it high-grade fuel.
Redline is increased slightly, the exhaust tips are larger, and the sound remains 100-percent American-grade V8 beef. Mustang achieves ignition with a short snarl followed by a distinctive burble-- playing quietly if drivers are very gentle but generally snorting, howling and bellowing at any chance. Lifting off the throttle at certain RPMs even sends awesome crackling, popping sounds from the exhaust.
Ford’s left the competition no room to gain an edge in terms of sound effects.
Sharper legs
The 2009 Mustang Bullitt was a good indication of the way the 2010 Mustang GT would handle, too. Suspension modifications have been carried over, and the 2010 GT feels sharper and more precise than other Mustangs in recent memory. It’s still far from a corner-carving monster, though by Mustang standards, it’s vastly improved.
The solid-axle rear end can lead to some jiggly handling dynamics in certain situations, but it puts power down off the line very reliably. Wearing a huge set of optional 19-inch wheels, the tester boasted excellent ride comfort-- even over some nastily-deteriorated backroads.
As has been the case for decades, Mustang remains an easy-to-drive machine that’s happy to accompany you from everyday running around to weekend drag-racing and anywhere in between.
 |
| The solid-axle rear end can lead to some jiggly handling dynamics in certain situations. |