2010 FORD SHELBY GT500 PACKS MORE POWERFUL PUNCH
• Ford's Special Vehicle Team (SVT) delivers a more powerful 2010 Shelby GT500 increased to 540 horsepower, torque increased to 510 foot-pounds, downforce increased and drag reduced• New gearbox enhancements, plus a standard 3.55:1 rear axle ratio, mean the 2010 Shelby GT500 will deliver improved acceleration performance, while providing better highway fuel efficiency
• Aggressive new exterior design features new functional details, such as the hood extractor to remove heat from the engine and 'Gurney Flap' spoiler to tune rear downforce; world-class materials and craftsmanship create the most unique GT500 interior yet
• 2010 Shelby GT500 will be in dealer showrooms in spring
The new 2010 Ford Shelby GT500 delivers the most power and refinement ever for a Ford SVT-tuned performance Mustang – and a few surprises, too.
'The 2010 Shelby GT500 demonstrates Ford's continuing commitment to high-performance vehicles,' said Derrick Kuzak, Ford group vice president, Global Product Development. 'In addition to the numerous performance and refinement improvements inside and out, the 2010 Shelby GT500 is an estimated 2 miles per gallon more fuel efficient on the highway.'
'We're proud of the many enhancements that were developed jointly by the Ford and Shelby Automobiles team last year that we've now incorporated into the new 2010 Shelby GT500,' said Carroll Shelby, founder of Shelby Automobiles. 'Building on what we learned to create the Shelby GT500KR, this new car offers a great combination of power, handling and braking. It is truly a special car that is a great deal of fun to drive.'
Ford's Special Vehicle Team used the gains made on the 40th anniversary edition Shelby GT500KR 'King of the Road' Mustangs as the performance starting point and built from there. The design team, with a nod to the original Shelby Cobras from the 1960s, takes those design cues even further with nuanced improvements in both the coupe and convertible, each of which boasts a more-refined interior.
'Working together on the KR, the Ford and Shelby teams developed new systems to continually improve the iconic Mustang,' stated Amy Boylan, president of Shelby Automobiles. 'Those lessons learned are incorporated into the 2010 Shelby GT500. This approach will help maintain Mustang's leadership position at the front of the pack and make the ownership experience even more enjoyable.'
'The muscle car segment is becoming even more competitive,' said Jamal Hameedi, chief nameplate engineer for SVT. 'We need to uphold the Mustang badge with honor, the Shelby badge with honor and most importantly the Ford badge with honor. The 2010 GT500 is the car that will do all of that.'
More horsepower, more refinement, more functionality
The combination of added horsepower, refinement and functionality makes the 2010 Shelby GT500 a unique high-performance car. The 2010 Shelby GT500 delivers more horsepower and more torque than the outgoing model, thanks in part to advancements pioneered on the GT500KR.
The 2010 Shelby GT500 is powered by a supercharged and intercooled 5.4-liter dual overhead cam V-8 engine expected to produce 540 horsepower and 510 foot-pounds of torque. The redline is 6,250 rpm. The car's aluminum power dome hood not only adds to the Shelby's appearance, it helps cool the engine through a hood extractor.
The Shelby's open-element air induction system features a conical air filter instead of a flat-panel closed system to reduce air restriction. This approach allows more air to be pumped through the engine, producing more power and increasing the engine's efficiency.
A cold-air intake feeds the coolest air possible directly into the air box, helping further increase horsepower. The intake necessitated moving the Cobra snake badge to the other side of the grille to enable maximum airflow.
The twin-disc clutch on the six-speed manual transmission has been significantly upgraded, improving drivability and NVH. The discs on the 2010 Shelby GT500 are larger – 250 mm in diameter compared with 215 mm in diameter on the outgoing model – and made of copper and fiberglass to make them more robust.
A unique component of the twin-disc system is the control of the intermediate disc. Rather than floating, it instead has six straps that control the engagement of the clutch, improving drivability.
The 2010 Shelby GT500 offers customers improved straight-line acceleration, plus fuel savings when cruising on the highway in the top gears. Gears 1-4 remain the same, but fifth gear changes from .80 to .74 while sixth gear goes from .63 to .50, meaning that the 2010 Shelby GT500 will turn lower engine RPMs in those gears and deliver improved fuel efficiency. The new final drive ratio, from 3.31 to 3.55, enables the improved acceleration in lower gears while complementing the revised fifth and sixth gear ratios.
The Shelby's distinct sounds will be apparent as always, though with new refinements, thanks to the work of the Noise, Vibration and Harshness (NVH) team. A patented resonator placed between the air filter and engine throttle body helps keep unwanted noise in check.
'You still hear the supercharger but not so that it's intrusive,' said Kerry Baldori, chief functional engineer for SVT. 'It's the same with the exhaust. You want people to know you're driving something special, but you don't want an exhaust note that overpowers the whole interior.
'We spent a lot of time getting the right sound quality out of the exhaust so you get that nice, crisp Shelby sound outside and a pleasant sound inside the cabin. It's a nice balance; one isn't overpowering the other.'
Driving dynamics also are improved, thanks to SVT's signature chassis tuning as well as new 19-inch Goodyear F1 Supercar tires and forged aluminum wheels on the 2010 Shelby GT500 coupe and 18s on the convertible.
Spring and dampers have been optimized for better roll control, giving customers more confidence when braking, accelerating or turning. The new chassis tuning takes its philosophy from the KR program, with a greater emphasis placed on primary body control.
The team also stiffened the steering shaft.
'All our changes were about making the car to respond as fast and as predictable as possible,' Hameedi said. 'The 2010 Shelby GT500 conveys an athletic, confident feel. The shifter, clutch pedal, brake-pedal efforts and overall steering efforts are easier now. We wanted to make sure we had a nice, crisp short-throw shifter that was easy to go from gear to gear.'
The Goodyear F1 Supercar 19-inch tires have been upgraded, too. SVT members developed a 'recipe' for the attributes and characteristics they wanted in the tire, which Goodyear's team of engineers, designers and manufacturers brought to life. The result is better grip, better handling and better NVH properties, leading to a better customer experience.
The wheels themselves complement the high-performance nature of the 2010 Shelby GT500. The 19-inch wheels are forged aluminum wheels milled on both sides. The extra machining process creates 'blade' spokes with very thin, yet strong, cross-sections. The spokes have a specific curve from the rim to the hub, not only for strength, but also to accentuate the offset and width of the tires.
The 2010 Shelby GT500 features AdvanceTrac, Ford's stability control system with several options for performance. The default 'on' mode accommodates every-day driving, and a Sport mode delivers for those wanting to put the Shelby GT500 through its paces on the track. The system also can be turned completely off, although the anti-lock brake system and other active safety systems remain in place. Standard safety equipment includes: dual stage front air bags, side-impact air bags and Ford's Personal Safety System.
Numerous aerodynamic upgrades, including a redesigned splitter, were made to the front end of the 2010 Shelby GT500.
'We worked hard to get as much downforce with as little drag as possible,' Baldori said. 'We worked to seal off the air that comes in the front so it can't go underneath the car. We spent a lot time sealing components such as the radiator and intercoolor to get rid of all the leak paths.
'The result of this evolution of aerodynamics is we've increased downforce, reduced drag and improved the overall efficiency of the 2010 Shelby GT500.'
Directing the air so it's used most efficiently was a painstaking process that ultimately will be rewarding to customers. The design of the front fascia and the car's 'flush' hood helps focus air flow. The top grille focuses air into the radiator, with a rubber flap inside the engine compartment helping to seal the system. The lower grille helps cool the intercooler. SVT engineers also went as far to block off specific diamonds in the front of the 2010 Shelby GT500's distinctive grille to help maintain the correct cooling and aerodynamic balance.
A meaner, reskinned snake ready to take to the streets
The 2010 Shelby GT500 is the most-robust design and most-distinctive model of the new 2010 Mustang lineup. 'The design we chose was a ‘flush' hood where the fascia defines the entire front of the vehicle,' Hameedi said. 'That's very hard to execute from an engineering standpoint, but it really sets the Shelby off as very, very different from the base Mustang.'
'This epitomizes the ultimate Mustang,' added George Saridakis, Exterior Design manager of the Mustang and Shelby GT500. 'It's all about power and expressing power.'
Saridakis said his team took a cue from the Shelby AC Cobra 427 with respect to the front grilles, which are gaping and appear ready to swallow the road.
Another obvious difference for the Shelby is the addition of racing stripes, which also will now be available on the convertible. 'Racing stripes made their mark on 1960s-era Ford performance vehicles,' Hameedi notes. 'That's something we feel is a key part of the Shelby performance DNA – maybe more so than some of our competition.'
Rounding out the Shelby's exterior modifications are the unique signature coiled Cobra badges on the front grille and front fenders, a more aggressive front splitter and lower-drag rear spoiler, which added to improved aerodynamic features, round out the exterior modifications. 'We wanted the spoiler raked back aggressively to minimize drag, but we also have an integrated Gurney Flap that provides the downforce,' Saridakis said.
What's inside counts with the 2010 Shelby GT500
The base 2010 Mustang received a powerful new interior design. For the GT500, the interior design team members challenged themselves to raise the bar even higher to create the ultimate Shelby Mustang interior.
Using genuine materials such as real leather in all seats, real aluminum on the instrument panel and Alcantara inserts on the seats and steering wheel gave the appearance a precisely crafted, jewel-like yet functional feel. 'You'll definitely know you're in a Shelby,' said Douglas Gaffka, Chief Designer, Shelby GT500.
The genuine aluminum finish panels have a unique-to-GT500 three-dimensional dimpled texture pattern inspired by racing clutch plates, braided hoses and cross-drilled racing brake rotors. The pattern has been painstakingly tuned to compensate for the compound curvature of the instrument panels. In addition, the 'GT500' logo has been discretely engraved into the aluminum in front of the passenger as a nod to classic Shelby Mustangs of the 1960s.
This unique aluminum finish panel is fully encapsulated by an exquisite soft seamless TPO (Thermoplastic Olefin) instrument panel with a shape that resonates with Mustang's powerful heritage. The center stack flows into the console and features a sub-flush shifter trim ring, flush cup holder door and lockable console stowage featuring the word 'SHELBY' engraved in its Satin Liquid Chrome release button.
All 2010 Mustangs and Shelbys feature bright 360-degree rings surrounding the gauge cluster, uninterrupted by the steering column. These rings will come in chrome for the Mustang and a Satin Liquid Chrome finish for the GT500. This finish is featured throughout the interior. An intricate cobra is etched into the center of the aluminum steering wheel badge. The Shelby Cobra appears at startup on the navigation screen, and the familiar red 'SVT' logo utilizes new ambient lighting to illuminate the door scuffplate.
'When customers drive this car, they're not only going to be impressed by the performance and the Shelby heritage, but they're going to see all these carefully designed details and know they've bought a well-crafted car,' Saridakis said.
Even the classic white shift knob – an icon of Shelby Mustang DNA from years past – received special attention. First, it had to be the traditional white. It also had to be specific to the Shelby. The answer was to combine the racing-stripes theme with the traditional 'H' pattern found on shifters to create a one-of-a-kind knob. Like the exterior, the racing stripes wrap from end to end, encircling the knob.
Wide suite of standard features on the 2010 Shelby GT500
The 2010 Shelby GT500 includes several Ford innovations and industry-exclusive standard features, including:
• SYNC: The voice-activated hands-free in-car communication and entertainment system developed by Ford and Microsoft. The system fully integrates most Bluetooth-enabled mobile phones and digital media players, providing customers hands-free cell phone and music selection capabilities – plus new 911 Assist and Vehicle Health Report provided with no monthly fees.
• 911 Assist: When a phone is properly paired, turned on and connected to SYNC, the system is ready to assist in placing a call directly to a local 911 emergency operator in the event of an air bag-deploying accident. The key advantage of SYNC 911 Assist is speed, as calls are placed directly to local 911 operators.
• Vehicle Health Report (VHR): SYNC gathers relevant information from the major vehicle control modules and packages diagnostic data into a usable format in a matter of minutes. That data packet is sent to Ford via an 800-number automatically dialed using the customer's paired and operable mobile phone.
• Ambient Lighting System with MyColor™ allows drivers to customize the interior lighting of the vehicle to suit their mood. The enhanced MyColor system features seven base colors – ice blue, purple, blue, orange, red, white and green. Customers also can create 125 custom colors by mixing the red-green-blue palette.
Available options:
• Voice-Activated Navigation with SIRIUS Travel Link™ is an industry-leading technology that will provide users with a unique, information-rich in-car experience. The suite of data services includes up-to-the-minute real-time traffic data with accident and incident information for 78 markets, coast-to-coast weather data including current conditions and five-day forecasts and fuel price information for more than 120,000 gas stations. SIRIUS Travel Link also offers sports scores and schedules and a listing of more than 4,500 movie theaters with movie times, theater addresses, movie synopses and more.
This combination of outstanding performance coupled with a fresh, exciting, well-crafted interior intensely focused on improving the entire experience will make the 2010 Shelby GT500 even more sought after, and a fitting addition to a long and proud history.
The 2010 Shelby GT500 will be in dealer showrooms in spring. The cars will be built at the Auto Alliance International Plant in Flat Rock, Mich.Source - Ford
A ‘pillar of American automotive lore', the Mustang is the vehicle the brought sporting dash and styling at a price that almost everyone could afford. Always extraordinarily attractive, the Mustang has been capturing the hearts of drivers for nearly 40 years. Introducing a whole new breed of automobile, the pony car, Ford wasn't content to stand on the sidelines while others jumped ahead. Rather than improving their lackluster intermediate, they designed a small sports car that would be ‘the next hot item in the street wars'. Designed originally as a two-seater in the European tradition, the Mustang came with an obligatory back seat and a variety of options that came the buyer an opportunity to customize their purchase. The only class of muscle cars that still exists today, the pony car class originated by Mustang has continued to dominate.
With a long and VERY lucrative background, the Ford Mustang has a history like no other vehicle. There has been a longstanding bit of rivalry between the Ford Motor Company and the Chevy division from GM, since both companies operated on the same market. Ford introduced the Falcon in response to Chevy's release of the Corvair, and fortunately sold much better, similar to what the Thunderbird did to the Corvette in the 1950's.
Chevy's next move was to introduce the Corvair Monza, a sporty, compact vehicle that the public loved. To combat this new threat, Ford had to produce a brand new vehicle with not only a sporty image, but sporty actions that would attract the younger generation. Called the 'Pony Car', the Mustang was unveiled to the public on April 13, 1964 and was advertised as 'the car to be designed by you'. Knowing that baby boomers would be ruling the 1960's, and that they would want a car as vastly different from their parents' as possible, Ford designed a production vehicle that would wow this generation. Except for the Corvette, compared to every other American car then in production, the Mustang was stunning and gorgeously sleek. Wanting it to be an affordable vehicle, much of the Mustang's engineering would be shared with an existing Ford product.
The young vice president at Ford, Lee Iacocca is responsible for this iconic legend. Requests were made to him to bring back the two-seater Thunderbird, and in 1962 he built the Mustang I-prototype; which was a V4 two-seater. What was introduced in 1963 ended up being a four-seater that was met with overwhelming acclaim and the vehicle was taken into production. A variety of the Mustang's components, including the drivetrain, were 'borrowed' from the Falcon to reduce the cost of production. The Ford Mustang was launched at the World Exhibition of NY in the spring of 1964.
During its development, the Ford Mustang was extensively advertised to attract the maximum amount of appeal before it actually hit the streets. Ford ran simultaneous commercials on all three major television networks in 1964 and the response was overwhelming. The Mustang was the hot new thing, and everyone wanted their own. The standard Mustang cost around $2,400, and more than 22,000 Mustang's were sold on the first day. 100,000 Mustangs were sold in the first four months, 418,000 in the first year, and the 1,000,000th Mustang was sold in 1966.
Available in only two models originally, the 1964 ½ as it was dubbed, came as either a coupe or a convertible. Both of these models showcased a lengthened hood, a shortened rear deck, chrome grille with a running horse, full wheel covers and chrome wrap-around bumpers. A characteristic standard on the Mustang for years was the three taillights on both sides. The interior of the Mustang was just as sporty as the exterior, with two seats in the front and a tiny backseat.
The 1965 Mustang debuted as a simple sports vehicle powered by a 170 cid six cylinder and a pair of V8's. The name Mustang was taken from a fighter plane, the P-51 Mustang.
The horse motif quickly became the emblem for the mustang as preliminary allusions were made to the horse. Ford was enjoying its high volume sales and visibility, while buyers loved its low price, short trunk styling, long hood and variety of options. Halfway through 1964 Ford introduced the sporty 2+2 fastback body style that joined the hardtop coupe and convertible.
For the 1965 model year, the Fastback model was introduced and in April of this same year, the GT model was unveiled. For this year alone, over 500,000 Mustangs were produced.
Only minor cosmetic updates were made in 1966, while the choice of available interior colors and styles were increased to 34 variety options. To further separate the Mustang from its Falcon roots, the gauge cluster was redone, and the 260 cid V8 was replaced with 2 and 4 barrel version of the 289 cid V8. From 1965 through March 1rst 1966 the Shelby GT-350 Mustang dominated on the racing track. The Shelby was available in 4 different colors and received automatic transmission. Unique examples were prepared for Hertz Rent a Car for rental to weekend drag racers. Through 1968 a Paxton supercharger; which boosted horsepower as much as 40%, was available on the GT-350.
The following year the 1967 Mustang received a larger grille and simulated air-scoops. This year's version was a much more aggressive model that featured much more accurate to the available engines. Much bulkier sheetmetal below the beltline was added, along with a concave tail panel along with a full fastback roofline for the fastback body style. A big block 390 was introduced by Ford to compete with the all new Chevy Camaro SS396. The 390 was slightly detuned, but its popularity sealed the end of the 289 cid engine, which was dropped from the lineup. The GT/CS California Special was introduced in 1968 and received a new dashboard with two large meters, and three little ones. The GT350 continued to be powered by a modified 289 V8, though output dropped to 290bhp. The brand new GT500 was powered by a reworked 428V8. Featuring plenty of luxury options, the 1967 Shelby's were considered to be ‘much more civilized', and appealed greatly to buyers. These were the final Shelby Mustangs actually built by Shelby-American, all future models would be built by Ford with little involvement by Shelby.
For the 1968 model year, the Mustang received side trim, a much simpler grille and a limited number of 427 engines. These engines cranked out 390bhp, though they were slightly detuned, they had amazing street popularity. The 428 Cobra Jet engine was introduced on April 1, 1968. Based on the regular 428, the Cobra Jet included larger valve heads, an oil-pan windage tray and the race 427's intake manifold. The output was listed at 335bhp and it featured ram-air induction and breathed through a functional hood scoop. Shelby's remained in the lineup and were joined by an available convertible model that was renamed the Shelby Cobra. The GT350 received a 302 cid 250 bhp engine in place of its 289 cid 306 bhp engine. The GT-500 was deleted and replaced by the GT-500KR ('King of the Road') halfway through the year. This new model came with the new Ram Air 428 Cobra Jet, still underrated at 335 bhp. A total of 249,447 2D Hardtop models were produced this year, 42,581 fastback models, and 25,376 convertibles.
The 1969 Mustang was much larger, longer by nearly 4 inches, and much heavier. A running horse, similar to the one of the front fenders of the first generation appeared in place of the corral, and new inner headlights were introduced. New models introduced this year were the Grande, the Mach 1, the Boss 429 and the Boss 302. The Grande model was based solely on the hardtop coupe and was a luxurious model both inside and out. The Mach 1 was a vehicle with its racing side accentuated, while the Mach 1 featured a plus interior, air scoops, a tough Windsor engine, a matblack hood and heavy striping. Arriving standard with a 351 cid V8, the Mach 1 could also be had with the 428 Cobra Jet, which now came in three states of tune, the first being a non-Ram Air version, the second was the Ram-Air version and the and the Super Cobra Jet which came with the Drag Pack option.
The Boss Mustangs were named after stylist Larry Shinoda's nickname for Ford president Semon 'Bunkie' Knudson. The Boss 302 Mustang was an exclusive model that was introduced to give Ford an opportunity to use the vehicle on the Trans-Am races. Before Ford was allowed to run the Boss 302 on the racing circuit, Ford had to sell a thousand vehicles to the public, according to the Trans-Am regulations. The Boss 302 was Ford's response to Chevy's Camaro Z/28 in Trans Am racing. The Boss 429 package came complete with a race ready 429 cid V8 with ram air induction, an aluminum high riser and header type exhaust manifolds. Unfortunately, the Boss 429s were a complete disappointment on the streets where their dependence on high revs hurt their street starts, and the original batch had incorrect valve springs that would stop winding at 4500rpm rather than 6000rpm. They did featured good handling, and the Boss 429 lasted through 1970. A total of 72,458 Mach 1's were produced this year, along with 14,746 convertibles, 22,182 Grande Hardtop Coupes, 1,934 Boss 302's and 858 of the Boss 429.
For the 1970 model year, the Boss 302 and 429 continued on, while the 428 Cobra Jet remained as the top engine choice for the Mach 1 Mustang. The 429 Cobra Jet was new for 1970 and standard in the Boss 429. The Super Cobra Jet was rated for 375 bhp while the 429 Cobra Jet was rated at 370 bhp. 1970 was the final year for the Shelby Cobra's. A total of 40,970 Mach 1's were produced, 7,643 convertibles, 13,581 Grande Hardtop Coupes, 6,318 Boss 302's and 498 Boss 429s.
For the 1970 Mustang, Ford went back to just two headlights, replacing the outboard lights with attractive scoops that fed nothing at all. The phony side scoops were also deleted on all models. The 351 V8's were now produced at Ford's Cleveland plant rather than the Windsor, Ontario facility and were of a slightly different design. Sales for the 1970 model year dipped to 190,727 Mustangs.
The 1971 Mustang was extended by 2.1 inches of length, 2.8 inches of width, a 100lbs were added and an additional inch of wheelbase was added. Ford's decade of 'Total Performance' was reaching its end. Taken off of the lineup this year was the Shelby models, the Boss 302 and the Boss 429 models. The remaining engine choices were not great, as the 351 engine was detuned from 300 bhp to 285 bhp while the 429 Cobra Jet dropped 5 bhp down to 370 bhp.
The Mach 1 Mustang and the all-new Boss 351 model was dominated the performance end for Mustang in 1970. The Mach 1 featured the 351 Cleveland V8 as its standard engine and it came with 285bhp though a 330bhp version was also available. The top power choice was the 429 Super Cobra Jet Ram Air, while the 429 Cobra Jet sported 370bhp. The 429 Super Cobra Jet Ram Air had 11.3:1 compression and had 375bhp. This would the Boss 351's only season as Ford's performance was continuously declining. The 351 weighed less, and featured a race bred 351 engine that had a radical solid-lifter cam, 11.0:1 compression, ram-air induction. It also came with a Hurst four-speed transmission and 3.91:1 Traction-Lok differential. Only 149,678 Mustangs were sold in 1971, 41,049 less than the previous year.
1972 led to all power ratings being listed in net ratings which included all accessories. The end of Ford Mustang performance, this led to some drastic drops in power listings, which included the drop of all big block options. The Mach 1 ended up being the only model with any performance, as the Boss 351 was dropped. A total of 27,675 Mach 1's were produced, and 6,401 convertibles. The top engine option for 1972 was a 275bhp 351 Cleveland.
For 1973 emission controls were only tightened more, and all engine choices' power ratings were dropped. Mandatory bumpers that could withstand a 5mph collision were the result of new federal guidelines. These bumpers did not do much to improve the look of the Mustang. Producing just 156bhp, the top engine was a 351 V8. Sales picked up for 1973 and a total of 134,867 Mustangs were sold, Ford realized that it was time to rethink the Mustang.
The fifth generation of the Ford Mustang was introduced in 1974. Unfortunately the Mustang II was considered by many to be too small, underpowered, feature poor handling, but surprisingly, it sold very well. Baby boomers were turning to smaller imported cars, and emissions regulations made the high-compression, high-horsepower V8's rather unstable. Ford decided to make the Mustang a smaller, more fuel-efficient car to keep up with the market.
The 1974 Mustang II was unveiled without the Falcon components that had been a standard from day one. The all-new Mustang was placed atop the basic structure and suspension of its subcompact Pinto. Still a unibody design, the Pinto was smaller than the Falcon, but basically similar, and the front suspension was still a double wishbone design while the rear suspension was still bolted to its solid rear axle to a pair of leaf springs. The chassis of the Pinto did have a rack-and-pinion steering gear instead of the Falcon's re-circulating ball, and the front disc brakes were standard.
With an overall length of only 175 inches, the Mustang II rode on a very small 96.2 inch wheelbase and weighed about 400 lbs less than the previous years version. Though a smaller size, the Mustang II actually featured traditional Mustang styling features like the scalloped sides, the running horses in the grille and the three-piece taillights. The Mustang II was available as either a fastback hatchback or a notchback coupe. Prices ranged from $3,134 for the base coupe and $3,674 for a Mach 1 hatchback.
The 1974 Mustang II was the first Mustang to ever be offered with a four-cylinder engine and without a V8. Rated at a lowly 88 horsepower, the base engine was a single-overhead cam four that displaced 2.3 liters. The German-built 'Cologne' 2.8 liter OHV V6 was the only optional engine and it only produced a disappointing 105 horsepower. The first Mustang II was considered to be very underpowered. The standard four-speed manual or a three-speed automatic were the only two transmissions available.
For this year, a 'Ghia' notchback and Mach 1 fastback were made available. The Ghia featured a vinyl top and special interior trim that was ‘fancy'. The Mach 1 came with the V6. Despite being an unpopular vehicle today, this more economical Mustang II was sold an amazingly 385,993 units for 1974.
For 1975 the V8 was returned to the Mustang lineup. Achieving 122 horsepower, the 5.0-liter V8 had only a two-barrel carb and exhaled through a cataylic converter. The automatic transmission was the only transmission available behind the V8. A new ‘MPG' coupe was added to the 1975 model lineup. Unfortunately the Mustang II wasn't as popular as its predecessors and production dipped to 188,586.
The following year not many changes were made, and all the variations from the 1975 model year followed along with the addition of a new 'Stallion' appearance package that was available on the fastback. The Cobra II package was also introduced this year and added a large rear spoiler, a fake hood scoop and blue stripes across white paint to a V8-powered fastback. It looked impressive, though the Cobra II wasn't any faster than other similarly powered Mustang IIs. Also new this year was the now 134-horsepower V8 made available with a four-speed manual transmission, with an output of the standard four surging to 92 horsepower while the V6's rating jumped to 102 horsepower. Sales for 1976 peaked at 187,567 units.
The 1977 Mustang II was only featured minor trim changes from the previous year. The Cobra II did receive a variety of new colors available. The options list now included T-top removable glass roof panels and simulated wire wheel covers. The V6 power dropped to 93 hp, and the four down to 89hp. Production was dropped down to 153,117 units for 1977.
The extreme 'King Cobra' version was introduced in 1978 and featured some snazzy graphics along with a hood scoop turned backward. The only changes for the Mustang II for this year were minor updates to the trim. Production for 1978 surprisingly peaked at 192,410 units.
The sixth generation of the Ford Mustang was unveiled in 1979 and was built atop the shortened chassis of the Ford Fairmont 'Fox' body that had been introduced the year before. The Pinto parts were replaced with the unibody structure of the Fox platform, but that's where the similarities ended. A modified MacPherson strut system was the new front suspension that mounted a spring separate from the strut itself, while a new link and coil spring rear suspension held up the back of the car. This basic suspension system would remain in use on the Ford Mustang until the 2003 mode lyear.
The 1979 Mustang could be purchased as a coupe or a fastback hatchback. Measuring at 179.1 inches, the new Mustang rode on a 100.4-inch wheelbase. This model featured much more room than previous Mustangs due to a more upright-oriented cockpit and flatter doors that allowed for more shoulder and hip room. Not really recognizable as previous models, the new Mustang was attractive, angular and handsome. Four square headlights appeared, but no running horse in the shovel nose grille, and the sides also no longer featured the signature side scallop. The taillights were also divided into six segments instead of three.
The same three engines from the 1978 Mustang II could be found on the 1979 model. Rated at 88 hp was the 2.3-liter SOHC, the 4.9-liter V8 achieved 140 horsepower, while the 2.8-liter Cologne V6 made 109 HP. New this year was a turbocharged version of the four that was capable of 140 hp, but unfortunately this version had epic boost lag and very bad reliability. The previous 200-cubic-inch; 3.3-liter OHV straight six was reintroduced and achieved 94 hp. Three-speed automatic was optional, while four-speed manual transmissions were standard behind all engines.
1979 was a very popular year for the Mustang! Around 369,936 models were built this year and the most desirable of all models this year ended up being the 6,000 Indy pace car replica fastbacks. This model came with a unique hood scoop, a snazzy rear spoiler, a unique front air dam, Recaro front seats and black and silver paint with orange graphics. This car could be purchased with either turbo four or V8 power that came with the TRX wheel and tire package. A 'Cobra' package was available on the hatchback and featured a fake hood scoop, though no pillars and the Gria trim returned to the coupe.
Though very few visual changes were made for the 1980 model year for the Mustang, several options were changed that affected this years lineup that made this year a bad year for Mustang. The 2.8-liter V6 and the 5.0-liter V8 were both deleted from the line, while the only six available was the pathetic 3.3-liter straight six. The only V8 was a new version of Ford's small-block that displaced 255 cubic inches, and could only shrug out 119 hp. This was considered to be the worst V8 engine ever offered in a Mustang. The Turbo four became the most powerful engine available in 1980.
The 1980 Cobra package included all of the spoilers and scoops used on the previous year's pace car, along with a gaudy oversized cobra hood decal. A total of 271,322 units were sold.
In 1981 a five-speed manual transmission finally became available for the Ford Mustang as an option behind the regular and turbocharged fours. The T-Top roof returned to the options list for the Mustang this year. Sale dipped down to 182,552 vehicles.
Finally in 1982 things started to improve for the Ford Mustang. A new 'High Output' version of the 5.0-liter V8 was unveiled and could achieve an impressive 157 hp with 2-barrel carburetion in a revived Mustang GT hatchback. The 1982 Mustang GT was backed be a four-speed manual transmission. Three progressively more luxurious series were introduced also this year, the L, GL and GLX. For a bri
With a long and VERY lucrative background, the Ford Mustang has a history like no other vehicle. There has been a longstanding bit of rivalry between the Ford Motor Company and the Chevy division from GM, since both companies operated on the same market. Ford introduced the Falcon in response to Chevy's release of the Corvair, and fortunately sold much better, similar to what the Thunderbird did to the Corvette in the 1950's.
Chevy's next move was to introduce the Corvair Monza, a sporty, compact vehicle that the public loved. To combat this new threat, Ford had to produce a brand new vehicle with not only a sporty image, but sporty actions that would attract the younger generation. Called the 'Pony Car', the Mustang was unveiled to the public on April 13, 1964 and was advertised as 'the car to be designed by you'. Knowing that baby boomers would be ruling the 1960's, and that they would want a car as vastly different from their parents' as possible, Ford designed a production vehicle that would wow this generation. Except for the Corvette, compared to every other American car then in production, the Mustang was stunning and gorgeously sleek. Wanting it to be an affordable vehicle, much of the Mustang's engineering would be shared with an existing Ford product.
The young vice president at Ford, Lee Iacocca is responsible for this iconic legend. Requests were made to him to bring back the two-seater Thunderbird, and in 1962 he built the Mustang I-prototype; which was a V4 two-seater. What was introduced in 1963 ended up being a four-seater that was met with overwhelming acclaim and the vehicle was taken into production. A variety of the Mustang's components, including the drivetrain, were 'borrowed' from the Falcon to reduce the cost of production. The Ford Mustang was launched at the World Exhibition of NY in the spring of 1964.
During its development, the Ford Mustang was extensively advertised to attract the maximum amount of appeal before it actually hit the streets. Ford ran simultaneous commercials on all three major television networks in 1964 and the response was overwhelming. The Mustang was the hot new thing, and everyone wanted their own. The standard Mustang cost around $2,400, and more than 22,000 Mustang's were sold on the first day. 100,000 Mustangs were sold in the first four months, 418,000 in the first year, and the 1,000,000th Mustang was sold in 1966.
Available in only two models originally, the 1964 ½ as it was dubbed, came as either a coupe or a convertible. Both of these models showcased a lengthened hood, a shortened rear deck, chrome grille with a running horse, full wheel covers and chrome wrap-around bumpers. A characteristic standard on the Mustang for years was the three taillights on both sides. The interior of the Mustang was just as sporty as the exterior, with two seats in the front and a tiny backseat.
The 1965 Mustang debuted as a simple sports vehicle powered by a 170 cid six cylinder and a pair of V8's. The name Mustang was taken from a fighter plane, the P-51 Mustang.
The horse motif quickly became the emblem for the mustang as preliminary allusions were made to the horse. Ford was enjoying its high volume sales and visibility, while buyers loved its low price, short trunk styling, long hood and variety of options. Halfway through 1964 Ford introduced the sporty 2+2 fastback body style that joined the hardtop coupe and convertible.
For the 1965 model year, the Fastback model was introduced and in April of this same year, the GT model was unveiled. For this year alone, over 500,000 Mustangs were produced.
Only minor cosmetic updates were made in 1966, while the choice of available interior colors and styles were increased to 34 variety options. To further separate the Mustang from its Falcon roots, the gauge cluster was redone, and the 260 cid V8 was replaced with 2 and 4 barrel version of the 289 cid V8. From 1965 through March 1rst 1966 the Shelby GT-350 Mustang dominated on the racing track. The Shelby was available in 4 different colors and received automatic transmission. Unique examples were prepared for Hertz Rent a Car for rental to weekend drag racers. Through 1968 a Paxton supercharger; which boosted horsepower as much as 40%, was available on the GT-350.
The following year the 1967 Mustang received a larger grille and simulated air-scoops. This year's version was a much more aggressive model that featured much more accurate to the available engines. Much bulkier sheetmetal below the beltline was added, along with a concave tail panel along with a full fastback roofline for the fastback body style. A big block 390 was introduced by Ford to compete with the all new Chevy Camaro SS396. The 390 was slightly detuned, but its popularity sealed the end of the 289 cid engine, which was dropped from the lineup. The GT/CS California Special was introduced in 1968 and received a new dashboard with two large meters, and three little ones. The GT350 continued to be powered by a modified 289 V8, though output dropped to 290bhp. The brand new GT500 was powered by a reworked 428V8. Featuring plenty of luxury options, the 1967 Shelby's were considered to be ‘much more civilized', and appealed greatly to buyers. These were the final Shelby Mustangs actually built by Shelby-American, all future models would be built by Ford with little involvement by Shelby.
For the 1968 model year, the Mustang received side trim, a much simpler grille and a limited number of 427 engines. These engines cranked out 390bhp, though they were slightly detuned, they had amazing street popularity. The 428 Cobra Jet engine was introduced on April 1, 1968. Based on the regular 428, the Cobra Jet included larger valve heads, an oil-pan windage tray and the race 427's intake manifold. The output was listed at 335bhp and it featured ram-air induction and breathed through a functional hood scoop. Shelby's remained in the lineup and were joined by an available convertible model that was renamed the Shelby Cobra. The GT350 received a 302 cid 250 bhp engine in place of its 289 cid 306 bhp engine. The GT-500 was deleted and replaced by the GT-500KR ('King of the Road') halfway through the year. This new model came with the new Ram Air 428 Cobra Jet, still underrated at 335 bhp. A total of 249,447 2D Hardtop models were produced this year, 42,581 fastback models, and 25,376 convertibles.
The 1969 Mustang was much larger, longer by nearly 4 inches, and much heavier. A running horse, similar to the one of the front fenders of the first generation appeared in place of the corral, and new inner headlights were introduced. New models introduced this year were the Grande, the Mach 1, the Boss 429 and the Boss 302. The Grande model was based solely on the hardtop coupe and was a luxurious model both inside and out. The Mach 1 was a vehicle with its racing side accentuated, while the Mach 1 featured a plus interior, air scoops, a tough Windsor engine, a matblack hood and heavy striping. Arriving standard with a 351 cid V8, the Mach 1 could also be had with the 428 Cobra Jet, which now came in three states of tune, the first being a non-Ram Air version, the second was the Ram-Air version and the and the Super Cobra Jet which came with the Drag Pack option.
The Boss Mustangs were named after stylist Larry Shinoda's nickname for Ford president Semon 'Bunkie' Knudson. The Boss 302 Mustang was an exclusive model that was introduced to give Ford an opportunity to use the vehicle on the Trans-Am races. Before Ford was allowed to run the Boss 302 on the racing circuit, Ford had to sell a thousand vehicles to the public, according to the Trans-Am regulations. The Boss 302 was Ford's response to Chevy's Camaro Z/28 in Trans Am racing. The Boss 429 package came complete with a race ready 429 cid V8 with ram air induction, an aluminum high riser and header type exhaust manifolds. Unfortunately, the Boss 429s were a complete disappointment on the streets where their dependence on high revs hurt their street starts, and the original batch had incorrect valve springs that would stop winding at 4500rpm rather than 6000rpm. They did featured good handling, and the Boss 429 lasted through 1970. A total of 72,458 Mach 1's were produced this year, along with 14,746 convertibles, 22,182 Grande Hardtop Coupes, 1,934 Boss 302's and 858 of the Boss 429.
For the 1970 model year, the Boss 302 and 429 continued on, while the 428 Cobra Jet remained as the top engine choice for the Mach 1 Mustang. The 429 Cobra Jet was new for 1970 and standard in the Boss 429. The Super Cobra Jet was rated for 375 bhp while the 429 Cobra Jet was rated at 370 bhp. 1970 was the final year for the Shelby Cobra's. A total of 40,970 Mach 1's were produced, 7,643 convertibles, 13,581 Grande Hardtop Coupes, 6,318 Boss 302's and 498 Boss 429s.
For the 1970 Mustang, Ford went back to just two headlights, replacing the outboard lights with attractive scoops that fed nothing at all. The phony side scoops were also deleted on all models. The 351 V8's were now produced at Ford's Cleveland plant rather than the Windsor, Ontario facility and were of a slightly different design. Sales for the 1970 model year dipped to 190,727 Mustangs.
The 1971 Mustang was extended by 2.1 inches of length, 2.8 inches of width, a 100lbs were added and an additional inch of wheelbase was added. Ford's decade of 'Total Performance' was reaching its end. Taken off of the lineup this year was the Shelby models, the Boss 302 and the Boss 429 models. The remaining engine choices were not great, as the 351 engine was detuned from 300 bhp to 285 bhp while the 429 Cobra Jet dropped 5 bhp down to 370 bhp.
The Mach 1 Mustang and the all-new Boss 351 model was dominated the performance end for Mustang in 1970. The Mach 1 featured the 351 Cleveland V8 as its standard engine and it came with 285bhp though a 330bhp version was also available. The top power choice was the 429 Super Cobra Jet Ram Air, while the 429 Cobra Jet sported 370bhp. The 429 Super Cobra Jet Ram Air had 11.3:1 compression and had 375bhp. This would the Boss 351's only season as Ford's performance was continuously declining. The 351 weighed less, and featured a race bred 351 engine that had a radical solid-lifter cam, 11.0:1 compression, ram-air induction. It also came with a Hurst four-speed transmission and 3.91:1 Traction-Lok differential. Only 149,678 Mustangs were sold in 1971, 41,049 less than the previous year.
1972 led to all power ratings being listed in net ratings which included all accessories. The end of Ford Mustang performance, this led to some drastic drops in power listings, which included the drop of all big block options. The Mach 1 ended up being the only model with any performance, as the Boss 351 was dropped. A total of 27,675 Mach 1's were produced, and 6,401 convertibles. The top engine option for 1972 was a 275bhp 351 Cleveland.
For 1973 emission controls were only tightened more, and all engine choices' power ratings were dropped. Mandatory bumpers that could withstand a 5mph collision were the result of new federal guidelines. These bumpers did not do much to improve the look of the Mustang. Producing just 156bhp, the top engine was a 351 V8. Sales picked up for 1973 and a total of 134,867 Mustangs were sold, Ford realized that it was time to rethink the Mustang.
The fifth generation of the Ford Mustang was introduced in 1974. Unfortunately the Mustang II was considered by many to be too small, underpowered, feature poor handling, but surprisingly, it sold very well. Baby boomers were turning to smaller imported cars, and emissions regulations made the high-compression, high-horsepower V8's rather unstable. Ford decided to make the Mustang a smaller, more fuel-efficient car to keep up with the market.
The 1974 Mustang II was unveiled without the Falcon components that had been a standard from day one. The all-new Mustang was placed atop the basic structure and suspension of its subcompact Pinto. Still a unibody design, the Pinto was smaller than the Falcon, but basically similar, and the front suspension was still a double wishbone design while the rear suspension was still bolted to its solid rear axle to a pair of leaf springs. The chassis of the Pinto did have a rack-and-pinion steering gear instead of the Falcon's re-circulating ball, and the front disc brakes were standard.
With an overall length of only 175 inches, the Mustang II rode on a very small 96.2 inch wheelbase and weighed about 400 lbs less than the previous years version. Though a smaller size, the Mustang II actually featured traditional Mustang styling features like the scalloped sides, the running horses in the grille and the three-piece taillights. The Mustang II was available as either a fastback hatchback or a notchback coupe. Prices ranged from $3,134 for the base coupe and $3,674 for a Mach 1 hatchback.
The 1974 Mustang II was the first Mustang to ever be offered with a four-cylinder engine and without a V8. Rated at a lowly 88 horsepower, the base engine was a single-overhead cam four that displaced 2.3 liters. The German-built 'Cologne' 2.8 liter OHV V6 was the only optional engine and it only produced a disappointing 105 horsepower. The first Mustang II was considered to be very underpowered. The standard four-speed manual or a three-speed automatic were the only two transmissions available.
For this year, a 'Ghia' notchback and Mach 1 fastback were made available. The Ghia featured a vinyl top and special interior trim that was ‘fancy'. The Mach 1 came with the V6. Despite being an unpopular vehicle today, this more economical Mustang II was sold an amazingly 385,993 units for 1974.
For 1975 the V8 was returned to the Mustang lineup. Achieving 122 horsepower, the 5.0-liter V8 had only a two-barrel carb and exhaled through a cataylic converter. The automatic transmission was the only transmission available behind the V8. A new ‘MPG' coupe was added to the 1975 model lineup. Unfortunately the Mustang II wasn't as popular as its predecessors and production dipped to 188,586.
The following year not many changes were made, and all the variations from the 1975 model year followed along with the addition of a new 'Stallion' appearance package that was available on the fastback. The Cobra II package was also introduced this year and added a large rear spoiler, a fake hood scoop and blue stripes across white paint to a V8-powered fastback. It looked impressive, though the Cobra II wasn't any faster than other similarly powered Mustang IIs. Also new this year was the now 134-horsepower V8 made available with a four-speed manual transmission, with an output of the standard four surging to 92 horsepower while the V6's rating jumped to 102 horsepower. Sales for 1976 peaked at 187,567 units.
The 1977 Mustang II was only featured minor trim changes from the previous year. The Cobra II did receive a variety of new colors available. The options list now included T-top removable glass roof panels and simulated wire wheel covers. The V6 power dropped to 93 hp, and the four down to 89hp. Production was dropped down to 153,117 units for 1977.
The extreme 'King Cobra' version was introduced in 1978 and featured some snazzy graphics along with a hood scoop turned backward. The only changes for the Mustang II for this year were minor updates to the trim. Production for 1978 surprisingly peaked at 192,410 units.
The sixth generation of the Ford Mustang was unveiled in 1979 and was built atop the shortened chassis of the Ford Fairmont 'Fox' body that had been introduced the year before. The Pinto parts were replaced with the unibody structure of the Fox platform, but that's where the similarities ended. A modified MacPherson strut system was the new front suspension that mounted a spring separate from the strut itself, while a new link and coil spring rear suspension held up the back of the car. This basic suspension system would remain in use on the Ford Mustang until the 2003 mode lyear.
The 1979 Mustang could be purchased as a coupe or a fastback hatchback. Measuring at 179.1 inches, the new Mustang rode on a 100.4-inch wheelbase. This model featured much more room than previous Mustangs due to a more upright-oriented cockpit and flatter doors that allowed for more shoulder and hip room. Not really recognizable as previous models, the new Mustang was attractive, angular and handsome. Four square headlights appeared, but no running horse in the shovel nose grille, and the sides also no longer featured the signature side scallop. The taillights were also divided into six segments instead of three.
The same three engines from the 1978 Mustang II could be found on the 1979 model. Rated at 88 hp was the 2.3-liter SOHC, the 4.9-liter V8 achieved 140 horsepower, while the 2.8-liter Cologne V6 made 109 HP. New this year was a turbocharged version of the four that was capable of 140 hp, but unfortunately this version had epic boost lag and very bad reliability. The previous 200-cubic-inch; 3.3-liter OHV straight six was reintroduced and achieved 94 hp. Three-speed automatic was optional, while four-speed manual transmissions were standard behind all engines.
1979 was a very popular year for the Mustang! Around 369,936 models were built this year and the most desirable of all models this year ended up being the 6,000 Indy pace car replica fastbacks. This model came with a unique hood scoop, a snazzy rear spoiler, a unique front air dam, Recaro front seats and black and silver paint with orange graphics. This car could be purchased with either turbo four or V8 power that came with the TRX wheel and tire package. A 'Cobra' package was available on the hatchback and featured a fake hood scoop, though no pillars and the Gria trim returned to the coupe.
Though very few visual changes were made for the 1980 model year for the Mustang, several options were changed that affected this years lineup that made this year a bad year for Mustang. The 2.8-liter V6 and the 5.0-liter V8 were both deleted from the line, while the only six available was the pathetic 3.3-liter straight six. The only V8 was a new version of Ford's small-block that displaced 255 cubic inches, and could only shrug out 119 hp. This was considered to be the worst V8 engine ever offered in a Mustang. The Turbo four became the most powerful engine available in 1980.
The 1980 Cobra package included all of the spoilers and scoops used on the previous year's pace car, along with a gaudy oversized cobra hood decal. A total of 271,322 units were sold.
In 1981 a five-speed manual transmission finally became available for the Ford Mustang as an option behind the regular and turbocharged fours. The T-Top roof returned to the options list for the Mustang this year. Sale dipped down to 182,552 vehicles.
Finally in 1982 things started to improve for the Ford Mustang. A new 'High Output' version of the 5.0-liter V8 was unveiled and could achieve an impressive 157 hp with 2-barrel carburetion in a revived Mustang GT hatchback. The 1982 Mustang GT was backed be a four-speed manual transmission. Three progressively more luxurious series were introduced also this year, the L, GL and GLX. For a bri
2010 Shelby Mustang GT500 Specifications
Tuner Shelby
Engine Location Front
Drive Type Rear Wheel
Body / Chassis Unitized welded steel body, aluminum hood
Production Years for Series 2010 -
Weight 3820 lbs | 1732.723 kg
MPG City 15
MPG Highway 23
Introduced At 2009 Detroit Auto Show
Engine
Engine Configuration V
90-degree
Cylinders 8
Aspiration/Induction Supercharged
Roots-type
Displacement 5408 cc | 330.0 cu in. | 5.4 L.
Valves 32 valves.
4 valves per cylinder.
Valvetrain DOHC
Horsepower 540 BHP (397.44 KW) @ 6200 RPM
Torque 512 Ft-Lbs (694 NM) @ 4250 RPM
HP to Weight Ratio 7.1 LB / HP
HP / Liter 99.8 BHP / Liter
Redline 6250
Compression Ratio 8.4:1
Fuel Feed Fuel Injected
Block Cast-iron
Head Aluminum
Ignition System Coil-on-plug
Intake Manifold Cast-aluminum with roots-type supercharger
Exhaust Manifold Cast iron
Crankshaft Forged steel
Throttle Body Dual-bore 60 mm, electronic
Pistons Forged aluminum
Connecting Rods Cracked forged steel I-beams
Standard Transmission
Gears 6
Transmission Manual
Tremec TR6060
Final Drive 3.55
Gear Ratios
1st Gear 2.97
2nd Gear 1.78
3rd Gear 1.30
4th Gear 1.00
5th Gear 0.74
6th Gear 0.50
Dimensions
Cargo Volume 13 cu. ft.
Fuel Capacity 16.0 Gal
Seating Capacity 4
Doors 2
Exterior
Length 188.2 in | 4780 mm.
Width 73.9 in | 1877 mm.
Height 54.5 in | 1384 mm.
Wheelbase 107.1 in | 2720 mm.
Front Track 61.9 in | 1572 mm.
Rear Track 62.5 in | 1588 mm.
Ground Clearance 5.7 in | 145 mm.
Interior
Front Headroom 38.5 in | 978 mm.
Rear Headroom 34.7 in | 881 mm.
Front Legroom 42.4 in | 1077 mm.
Rear Legroom 29.8 in | 757 mm.
Front Hip Room 53.4 in | 1357 mm.
Rear Hip Room 46.8 in | 1189 mm.
Front Shoulder Room 55.3 in | 1405 mm.
Rear Shoulder Room 51.6 in | 1311 mm.
Vehicles with similar dimensions
Suspension
Suspension Front : Reverse-L independent MacPherson strut, 34-mm tubular stabilizer bar
Rear : 3-link solid axle with coil springs, Panhard rod and 20-mm solid stabilizer bar
Steering
Rack and Pinion with Power Assist
Steering Overall Ratio 15.7:1
Turning Circle 37.0 ft
Brakes
Front Brake Size 14.0 in | 356 mm.
Rear Brake Size 11.8 in | 300 mm.
Tires / Wheels
Tires Front : P255/40Z19
Rear : P285/35ZR19
Wheels 19 x 9.5-inch forged aluminum wheels with SVT center caps
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