Grabber Blue. Say it with me now, Grabber Blue. It’s the Hot Wheels color all the cool kids want stuffed in their stockings. The color that those same kids’ dads are imagining parked in their driveways. At dinner, Ford beat into our bar-b-q soaked brains that over nine million Mustangs have so far been sold. In fact, one out of every two sports cars purchased in America is — you guessed it — a Mustang. But how does one stand out from the (massive) pony car crowd? Grabber Blue, dude. Grabber Blue. Actually, the truly righteous among the Mustang faithful will be selecting Disco Inferno Gold. Rumor has it they got the idea from Sharon Stone’s pants in Casino. But you don’t want to talk about colors. You’re hankering to hear how the new for 2010 Mustang GT drives. The truth? It grabbed me.

Before we talk drive, we gotta talk new. As in what’s new for twenty-ten. Plenty. Ford was quick to point out that the 2010 Mustang is an “evolution” not a “revolution.” Odd choice of words, but sexier than “mid-cycle refresh.” Most muscle car fans know that the SN97 Bullitt is the greatest Mustang ever built. No really — it is. Knowing this the Mustang engineers used the Bullitt as the blue print for the new GT. That means you get 315 hp and 325 torques as opposed to the ’09 car’s 300/320. And check this – the GT makes all that power on 87 octane. Should you choose to fill ‘er up with premium, the engine produces more torque between 1,000-3,000 rpm. You also (with certain interior packages) get the Bullitt’s sear-the-flesh-off-your hand aluminum shifter.

The real exciting news however, is ride and handling. Due to the use of underbody aero bits and rejiggering some every day stuff (radio antennae, flat wipers, relocated windshield spritzers) drag coefficient is down 7%. This makes the Mustang more slippery, fuel efficient and stable at high speeds. In fact, front lift is down 23%. Anyone that has ever hooned a ‘Stang knows how important that last bit is. And it’s not just the skin that’s been bettered. The chassis has extra bracing. The spring rate is up 25%. The damping is firmer. Body roll is down 20%. So is understeer. You can also for the first time get factory nineteen inch wheels.

The result is a Mustang that drives better than the Bullitt. I know this because Ford chose Malibu Canyon — Autofiends’ home turf — for the drive. And while I’m sure Ford picked out an absolutely stunning route, I tossed the map, copied Sam from Ronin and said, “Go to what you know.” Meaning I ran down Decker Canyon Road and then back up. The 2010 GT was great. No, it was actually better than great. Because when I ran the Bullitt up and down the same tarmac it was great. And the new car drives better. Fantastic? Is that the word? Let’s just call the 2010 Mustang a (handling) revelation. Second gear and 4,000 rpm while pounding up a challenging (but rewarding) road is the stuff pistonhead dreams are made of.

Those of you still shouting for a Mustang with IRS can officially join the “Pushrods Suck!” and “Obama’s Birth Certificate’s a Fake!” crowds. The new car was composed and planted at all times, even on the tight, hairy stuff. Even with the traction control off, the GT got squirrelly on me exactly once — after I overcooked it into a 60 degree, changing elevation corner and tried to power my way out. Before you start your “yeah, but” know that the same thing happened to me in a Boxster. Same corner, too. Put it like this: after the drive I walked up and shook Tom Barnes’ hand. He’s the vehicle engineering manager for the Mustang. He did good.

And apparently, I didn’t even drive Tom’s best work. There’s a new for ’10 Track Pack that features retuned shocks and 19” Pirelli P Zero summer tires. The sway bars and rear lower control arms are out of the GT500. The gears are 3.73 (optional on the standard GT; our Grabber Blue tester had the 3.73 axle ratio) and the differential features carbon fiber plates. All the nannies are recalibrated for more slippage. But the big news is performance brake pads and lines, as stopping is (still) the Mustang’s sore spot. Sadly I didn’t get to test the Track Pack, but everyone I spoke to that had assured me it’s even better than the standard GT. Which means Ford’s going to have to just loan us one, so I can judge for myself. Preferably in that hottie gold. Sometimes I love my dirty job. [Thanks to Drew Phillips for the righteous lead photo]