2010 Ford Shelby GT500 vs. 2010 Chevrolet Camaro SS Handling

The Ford's big problem is traction. The rock-hard Goodyear Eagle F1 tires grip about as well as a pair of bowling balls, and you have to feather the gas otherwise the GT500 will be left standing in a cloud of tire smoke as the Camaro simply digs in and grunts away. If you're not careful, the GT500's live rear axle hops and bangs and thumps, spitting the car sideways as the tires struggle for grip.

It's a core element of modern Mustang mythology that the GT500's S197 platform has a live rear axle because it delivers better traction on the drag strip. (And it is mythology -- several folks who worked at Ford have since revealed the S197 was originally planned to have an independent rear end, and that the drag race traction story was PR spin designed to deflect media criticism of the car's stone-age rear suspension). But even if the GT500 was fitted with Pirelli PZeros like the Camaro, we're not convinced it could match the Chevy's off-the-line grip.

At Mazda Raceway Laguna Seca for some hot laps, more surprises: The first is that despite the rock hard rubber, the GT500 is a sensational track car. Like the Mustang GT with the TrackPack, it has terrific steering and hyper-aggressive turn-in response. It feels light and agile, and with a ton of power on tap from the supercharged 5.4-liter V-8 pretty much from idle, it's easily steered on the throttle. The Shelby telegraphs its punches well in advance, and the transitions are smooth and predictable.

The big Chevy has better brakes, the 6.2-liter LS3 is smoother and more refined all the way to its 6200-rpm redline, and the rear end traction is superb. But, oh, boy, does it push when you start to push. You feel like you're grabbing armfuls more lock through every turn than you are in the Shelby.