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Although Ford’s being doing it tough over the past few years, the current-generation S197-platformed Mustang has been a runaway sales hit since its launch in 2005. Now Ford is giving its reborn ponycar its first serious freshening. The basics will remain the same, but the workover will be thorough. Coupe and convertible bodystyles will still be offered, with V-6 and a variety of V-8 powertrains.

But here’s the shock news: We hear there is a faction at Ford seriously contemplating fitting the new twin turbo EcoBoost V-6 to the 2010 Mustang. As they try to figure out how to meet 35mpg CAFE by 2020, Ford engineers are wondering whether the V-8 has a long term future. The EcoBoost engine, which is currently scheduled to debut in a performance version of the Fusion, could be the more fuel efficient alternative for Mustang in the long term. Depending on spec, the EcoBoost is capable of up to at least 415hp, and has the torque to match a regular V-8.

Traditionalists need not worry, though - V-8s will still be very much part of the Mustang program for 2010. If the EcoBoost version does make production, Ford would probably offer it alongside the V-8, and let buyers decide which they prefer. There won’t be much of a price difference, if any - although the base V-6 is a cheaper engine, by the time things like turbochargers are added it’s basically V-8 money, say our sources.

Don’t expect any changes in today’s, base 4.0-liter V-6 offering, as its prime purpose is motivating low-end and rental-fleet Mustangs. But the Mustang GT model’s V-8-currently a 4.6 liter, SOHC, three-valver-will be replaced by a new 5.0-liter engine that’s essentially an evolution of the old architecture. In fact, the new 5.0 may even appear in a limited edition run-out series of current model Mustang GTs - is it finally time for the reborn Boss 302?

One Ford engineer confirmed that the work done to create the Bullitt-edition Mustang’s uprated 4.6 “has a future.” That engine, described in our first test story (January 2008) remains internally stock, but breathes better due to a Ford Racing open element, cold air intake system, revised mufflers, a new crank damper (which ups the redline by 250 revs), and revised fuel mapping. This engine management programming allows the use of regular fuel, but switches to a more aggressive timing curve when it detects premium in the tank. The result is 315 horsepower, up from the current GT’s 300. The Bullitt’s V-8 is freer and quicker revving than before, and sounds great due to the new intake. There’s no reason to think the next gen GT’s powerplant won’t take its cue from this technology, and thus get the same tricks. Something like 325 to 350 horses out of the new 5.0-liter V-8 sounds feasible.

That takes care of standard Mustang models. What about the Shelby versions?

Our intel had the 500-horsepower, supercharged 5.4-liter V-8 in the Ford Shelby GT500 pegged for a two-year or so life-that being 2007 and 2008, perhaps rolling into ‘09 depending on how well it sold, and what Shelby’s own product plans were. Demand has proven strong, and we can confirm there’ll be a Ford built, developed, and produced Shelby GT500 version of the 2010 Mustang.

Final powertrain has yet to be decided, but Ford has been testing supercharged versions of the new 5.0-liter V-8 to see whether it makes the horsepower needed. Since Chrysler and GM have potentially bigger horsepower numbers on tap for the Challenger and Camaro, Ford has to be looking at more than 500hp for its flagship Mustang. The upcoming GT500 KR punches out 540 horses, and it’s our hunch this could become the standard Shelby powerplant in the short term.

What of the models (GT, GT-H, Super Snake) Shelby Automobiles builds in its Las Vegas production plant? Assuming Shelby and Ford renew their current contracts, and we’re confident they will, look for these models to continue based on the updated Mustang platform, with revisions and limited-edition variants dropped in along the way.

By the middle of 2009, the new millennium version of Ford versus Chevy versus Dodge will be in full swing, with car buyers getting another bite of an apple that hasn’t been ripe since 1970. The Challenger will have Hemi power, and GM has a basket full of six-to-seven liter small-block V-8s to stuff beneath the Camaro’s hood. Both Mustang competitors have independent rear suspension, which is an advantage in terms of ride and handling, although the quarter-mile crowd still enjoys its live axles. But Ford has momentum on its side, as well as a convertible body style which neither Chevy nor Dodge will offer, at least at launch. Watch this space for more on the upcoming American musclecar showdown.

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On first inspection, the 2008 Cobalt SS appears unchanged from its predecessor. Closer examination reveals a mild body kit, 18 x 7½ forged wheels shod with 225/40ZR-18 Continental ContiSportContact 2 tires and Brembo brakes. Up front, 4-piston fixed calipers wrap around 12.4-in. rotors while 11.5-in. rear rotors are vented for heat dissipation.

Under the hood is a transversely mounted version of that powerplant from the Pontiac Solstice GXP and the Chevy HHR SS — a superb little turbocharged 2.0-liter 4-cylinder with direct injection whose 260 bhp is a 55-bhp increase over the past supercharged version. A newly designed and heavily bolstered driver’s seat clearly means business. An A-pillar boost gauge is a nice touch, as is the 3-spoke steering wheel lifted from a Corvette.

Toss the Cobalt SS into a corner and one immediately appreciates the finely tuned details of linear brakes, quick steering, superb ride damping and the car’s composure. I tested it for more than 30 laps around Buttonwillow Raceway and can verify that it provides the driver a grin that will last for days. On the street or track, the electric power steering assist is spot-on. Even with the extremely sporty steering ratio of 14.8:1, there are only mild tugs when pulling out of corners under power.

Although the stability control simulates a limited-slip differential through front brake control, the extra performance of the optional $450 torque-sensing unit is well worth the cost (it’s on our test car). The stability system features four modes: on, traction off, competition mode and fully off. In comp mode, the limits of the yaw control are higher and launch control is enabled. Launch control will hold engine rpm at 5100 when the throttle is floored at a standstill. The clutch is still driver-controlled, but a nice quick smooth release will produce about 3 ft. of scratch at start.

The car also allows a no-lift shift — in all gears, any time the car is at full throttle. Near the 6300-rpm limiter, simply shift without lifting off the throttle. The system will selectively cut spark and phase the variable camshafts, thereby holding boost pressure and rpm. The ingenious anti-lag can be maintained for roughly 0.2 second. A single pop! from the exhaust is the sound of a quick shift.

I haven’t enjoyed driving a front-wheel-drive car this much in ages. The Cobalt’s FE5 suspension is stiffer, better damped and infinitely more compliant than the previous car’s. I dare say it’s the best-driving fwd sports compact out there, matching the power of a Mazdaspeed3, but easily out-handling it. At the limit the Cobalt SS is predictable, controllable, balanced and should make any driving enthusiast quite happy.

A glaring fault is the hard plastic found on the interior, but that’s easily overlooked. It has boy-racer charm with grown-up performance. A starting price of $22,335 will lure away many a Subaru Impreza WRX and Honda Civic Si buyer. Want four doors? Don’t worry; they’re coming soon with nary a change in price or performance.

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Take cheer, Ford truck fans still pining for the F-150 Lightning super-pickup that was whacked from the company’s lineup in 2004. Steve Saleen is riding to the rescue on 450 rumbling horses.

The Saleen S331 Supercharged is a new sports hauler based on the Ford F-150 SuperCab FX2 and developed by Saleen’s Mustang-tuner and exotic-car factory based in Irvine, California. Deliveries to Saleen’s 200 authorized dealerships began in April, at a base price of $55,549. A 325-hp naturally aspirated S331 is also offered, starting at $45,549.

Best known for modifying and racing Mustangs, for creating the S7 supercar, and for assembling the mid-engine Ford GT under contract to Ford, Saleen has shied away from trucks since the Saleen Explorer XP6/XP8 of 1998-2001. Approximately 120 of the Explorer “Performance Utility Vehicles,” or PUVs, were built, making Lamborghinis quite common by comparison.

Saleen has much bigger plans for the S331. Using a single F-150 configuration—SuperCab, 6.5-foot box, two-wheel drive—the company hopes to feed its biggest markets in Florida, Texas, and California with about 3000 trucks per year out of its Troy, Michigan, assembly shop, the same hallowed hall from which new Ford GTs sallied forth.

450 Horsepower, 5.5 psi of Boost, 23-inch Wheels
The whining heart of the S331 Supercharged is the Ford SOHC 24-valve 5.4-liter V-8 fitted with a new 2300cc blower developed in-house by Saleen. The company canvassed the available off-the-shelf superchargers and decided to make its own, based around two Lysholm-supplied screws, says Saleen’s John Spruill, S331 program director. The goal was to improve efficiency by integrating components to reduce seams, or potential leak points. Extensive port shaping and blending were done to smooth airflow. The air follows a long, spiral path after leaving the Saleen air-filter housing: through the screws, around and up to the air-to-water intercooler, and down the long intake rams to the valves.

Spruill says the primary benefit of the somewhat expensive design is high air volume at relatively low pressure, meaning the engine makes its 450 horsepower with just 5.5 psi of peak boost. Lower boost means less waste heat to purge and fewer changes needed to the base engine. Indeed, except for injection mapping, the base 5.4 is otherwise left largely as Ford built it, although a larger aluminum radiator handles the extra cooling requirements. For the base S331, power is increased from the stock 300 horsepower to 325 using a low-restriction airbox and exhaust developed by Saleen.

Visual presence of the blue-collar F-150 is turned up with mammoth 23-inch aluminum wheels, forged for extra strength (it is a pickup truck, reminds Spruill) and wrapped in 305/40 BFGoodrich g-Force T/A radials. A stamped aluminum hood, butch front and rear bumper fascias, and rocker-panel extenders punctuated by the twin side pipes make the truck look longer and lower. To “keep it real,” says Spruill, Saleen installs black plastic lower lips on the painted bumpers for scuff protection and reinforces the new rear-bumper cap with a steel bar so it will still support the weight of a ranch hand.

Should Easily Outrun Loitering Camaros, and It Can Still Tow 9500 Pounds
Saleen’s fingerprints on the interior are evident with special charcoal gray gauges, satin-silver trim accents, aluminum pedals, and a “Saleen” threshold plate. The deep bucket seats have Saleen’s own bolster pattern and embroidery. Two Saleen dash-top gauges supply the boost figure and, esoterically, the post-intercooler induction-air temperature. You’re unlikely to find that anywhere outside of a Beechcraft.

Spruill says the S331, unlike the old Lightning with its puff-duty payload and towing capacity, is meant to keep its day job as a working pickup. So such info is important to load haulers and trailer towers. Indeed, the S331 Supercharged will haul up to 1890 pounds and tow up to 9500 pounds with the optional Class IV tow package. Even the naturally aspirated S331 retains a 1375-pound payload capacity, although towing is strictly verboten without at least the optional Class III receiver.

Suspension work was put into the retuned shocks, springs, and anti-roll bars, generally stiffened for better body control. The S331 Supercharged drives like a Mustang with a back porch. It stays flat and carries unexpectedly high speeds through corners. Understeer is inevitable in the tight turns with those giant hams scrabbling for grip, but in quicker transitions, the S331 manages to disguise some of its 5500-pound curb weight. Although test numbers weren’t obtainable during our brief preview drive, the S331 feels fast, like it’ll easily dispatch loitering Camaros with a lusty snort from its side pipes.

The factory disc brakes are left standard and look like so many faucet washers inside those massive 23-inch wheels. An optional 15-inch slotted front rotor looks more appropriate, especially with its huge two-piece, six-piston caliper. With those onboard, the brake pedal is firmer but still has some truck mush in it. However, considering that each wheel-and-tire combo weighs about 100 pounds, we’d say it’s vital to go for the big brakes, especially if you plan to use the S331 as, well, a truck.

Saleen says he would have it no other way.