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2007 Ford Mustang Shelby GT500 First Drive

500 horses that prefer to go straight

AS
by Autobytel Staff
October 27, 2006
10 min. Reading Time
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Perhaps the driver of a Nissan 350Z summed it up best with "That's a fast ------- car." Yes, yes it is. This example of an import owner paying respect to an American icon occurred as we passed each other in a mall parking lot, he in his Z and we in our 2007 Ford Shelby GT500 convertible test car. The car's reputation clearly proceeds it, as our speedo registered somewhere between five and ten mph at the time. Clearly, Ford has a hit on its hands, and for more reasons than its styling and historic badge. Anyone sliding into the driver's seat, from a hardened ex-con to a dorky kid to a mousy office assistant, becomes an intimidating badass. One of our editors, a relatively quiet and unassuming guy, talked freely about rejecting an impromptu street race invitation, but subsequently made sure to fill that challenger's rearview mirror with an intimidating Cobra badge courtesy of Ford. The Shelby is raw, muscular, aggressive, and demands respect. Whether or not it deserves it is another issue entirely. With a 500-horsepower, supercharged engine strapped in, engineers would really have to muck things up to produce a GT500 that's anything but fast. With a 0-60 mph time in the low four second arena, it's admittedly quick, but not the quickest, though with a base price in the $40,000s it's not the priciest either. But what the Shelby lacks is handling on par with its power. In NASCAR terms, the Shelby would lose the race in the corners, a point likely of little surprise to anyone who has driven a Mustang. For the price, there are vehicles offering superior handling and better 0-60 scores, many with the added benefits of practicality and versatility. There are expensive competitors with added power and performance. What they don't offer is the Shelby GT500 name and Mustang heritage, which to some buyers, is worth whatever the cost.

Features

Features Priced in the mid to low $40,000s, the Shelby GT500 comes in coupe and convertible trims with a standard 500-watt stereo, typical power features, and options such as Sirius satellite radio. Simply put, the 2007 Ford Shelby GT500 is about power and style. When future generations talk about this particular Mustang, which they will undoubtedly do, discussion of leather seats and tilt steering wheels will probably be left off the table. But for today's buyer of the GT500, that kind of stuff matters, as do items like cruise control, keyless entry, a power driver's seat, and air conditioning. All are standard on the new Shelby, a modern icon that Ford has priced at $42,975 in coupe guise and $47,800 in convertible form (prices include destination charges and a gas guzzler tax). In exchange for that handsome sum, new owners of the Shelby will also enjoy power mirrors, a 500-watt sound system with an MP3 player and six-disc CD changer, front and front-side airbags, as well as power door locks and windows. In other words, while the interior amenities are nice, buyers are obviously paying for the powertrain and not a slew of upgrades such as navigation systems or ventilated seats. That being said, there are a few options available with the Shelby GT500. The standard 500-watt sound system can be dropped to make room for the so-called Shaker1000 that adds an iPod jack, dual subwoofers, and ad you might've presumed, 1000 watts of eardrum-busting power. Sirius satellite radio is also available for serious audiophiles and/or Howard Stern fans. Lastly, Ford offers a GT500 Premium Interior Trim package with an automatic dimming interior rearview mirror, a compass, alloy pedals, and upgraded trim and stitching on the console, doors, and instrument panel. Adding the $1,295 Shaker1000 sound system, the $195 Sirius satellite radio, and the $595 interior trim package brings the fully-loaded price of a GT500 coupe to $45,060 and the convertible to $49,885, assuming you can find a dealer who will actually sell for sticker price.

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Nuts and Bolts

Nuts and Bolts At the heart of the Shelby GT500 is a 500-horsepower V8 boosted by an Eaton supercharger and mated to a six-speed manual transmission. Aluminum heads have been borrowed from the Ford GT. Take notice anytime you're in traffic, and you're bound to see an underpowered car that looks fast next to a family sedan that will eat a so-called sports car for breakfast. Consider them poseurs and sleepers. The 2007 Ford Shelby GT500 is neither. Its presence, from the raised and vented hood to the deep rumbling exhaust, suggests some serious internal combustion angst, and sure enough, a simultaneous lift of the clutch and drop of the throttle prove the goods are there aplenty. Power for the Shelby comes from a supercharged 5.4-liter, 32-valve V8 with dual overhead cams that's good for 500 horsepower at 6,000 rpm, 480 lb.-ft. of torque at 4,500 rpm, and 0-60 mph runs in the low four second range. The block is cast iron, whereas the heads borrowed from the Ford GT are aluminum. A boost gauge tells how hard the Eaton supercharger is working. The only available gearbox is a six-speed manual which serves as the conduit between the engine and the rear 285/40ZR18 Goodyear Eagle F1 Supercar tires. The front rubber measures 255/45ZR18. Even with a curb weight ranging between 3,920 (coupe) and 4,040 lbs. (convertible), those tires face a challenge in translating power to grip, so Ford has added standard stability and traction control systems as well as a limited slip differential. When things get hairy and slower speeds are in order, an antilock braking system works with Brembo vented discs measuring 356 mm up front and 300 mm out back work to cut speed. Ford turned to its in-house SVT tuners in developing the Shelby GT500's suspension, comprised of a MacPherson strut setup and 34-mm stabilizer bar up front coupled with a three-link, live-axle assembly and 20-mm stabilizer bar in the rear (coupe; 20-mm for the convertible). A power rack-and-pinion steering system, bolstered by a unique steering pump and a brace connecting the lower arm bushings, aims to provide a higher level of responsiveness than found on the base Mustang GT.

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Design

Design The Shelby GT is marked by a raised hood, unique 18-inch alloy wheels, stripes, a honeycomb grille, reworked fascias, SVT gauges, and the requisite badges. A raised hood with functional vents, some stripes, unique 18-inch alloy wheels, honeycomb grille inserts sans fog lights, a few badges, rear lower strakes meant to mimic a diffuser, and enhancements to the fascias and rocker panels – that's what visually separates the GT500 from the Mustang GT. It's not a lot, especially if you've got an example like our test convertible, which included a no-charge stripe delete package (the lower side stripes remain). In a world where it's becoming increasingly difficult to stand out, those minor design cues may not seem recognizable, especially in traffic-clogged areas like southern California. Right – that's why every Mustang GT owner, every tuner-car driver, and every male with an ounce of testosterone seemed to flock to our convertible tester each time it hit the street. Some admired, some asked to race, some just smiled, some gave the thumbs-up sign of approval -- but they all noticed. If you're like the admirers we encountered, you have eagle eyes for chrome letters on a tailgate that spell SHELBY, your pupils dial in on a raised cobra decorating a fender, and that domed hood is a dead giveaway. The GT500 was built for people like you, and hence, there's no need for garish rear wings, over-the-top body kits, or wheels so big they border on absurd. That being said, Ford did upgrade the GT500 with some functional design cues, like those hood vents that disperse engine heat, a lower front air splitter that lessens lift, and a rear spoiler which provides necessary down force at high speeds. Hop inside the Shelby GT500 and you'll notice the cobra on the steering wheel hub, unique gauges with SVT letters that light up when the tach needle nears its peak, bucket seats with additional bolstering, and brushed aluminum trim. The speedometer and tachometer have swapped placed, putting the latter on the right side, directly in the driver's line of sight. As with the regular Mustang, the GT500's interior places oft-used buttons for the climate and audio systems within easy reach, provides ample room for front passengers (the cramped rear buckets are none too comfy), and thus makes everyday driving an inviting endeavor. Engine and exhaust noise are a bit intrusive, though we noticed that our convertible's top did a decent job of lowering the decibels. Unlike the regular Mustang, the GT500 convertible gets a standard cloth top, which comes only in black to coordinate with Torch Red, Alloy, Vista Blue, Performance White, Tungsten Grey, Ebony, or Grabber Orange paint colors. The interior is dressed in charcoal black leather with or without red inserts. Attractive and ergonomically-correct as it may be, build and materials quality casts a shadow over the shiny Shelby GT500 badges. To be fair, we were told our tester was a pre-production unit, which may account for the interior and trunk panels that were either loose or dislodged, the rear upholstery that felt like vinyl as opposed to the thick and durable leather up front, and the numerous inconsistent gaps around the body panels.

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Driving Impressions

Driving Impressions In a straight line, the Shelby GT500 begs to be driven flat out, but that changes when corners are introduced, as the front end pushes and the car feels unbalanced. In thinking about the 2007 Ford Shelby GT500, we pondered about how best to classify the car – is it simply a brute muscle car, or a sophisticated sports car? If you're of the mindset that a muscle car is all about raw power whereas a sports car blends power with capable handling, than the GT500 definitely falls into the muscle column. Straight line performance is a given in the Shelby. With the traction control engaged, a mash of the throttle causes the meaty Goodyears to sink their fangs into the pavement which causes the tail to squat and the front end to rise, despite the burdensome supercharged V8 it's supporting. Keep on it in first gear, with that right still firmly planted, and the rear tires will begin to spin after initial launch – not to where there's a loss of control, just to where the engine's power refuses to be completely restrained. Yes, this is where the adrenaline kicks in and a smile refuses to be denied. Depress the stiff clutch, flick the short-throw shifter into second as fast as humanly possible, drop the clutch and tires chirp as bite number two causes the front end to rise again. Same goes for third, and sometimes fourth. The six-speed gearbox allows you to ram through the gears, provided your calf muscle is strong enough to man-handle the clutch, but likely because of the tremendous horsepower and torque is must deal with, the tranny lacks the fluidity of more refined six-coggers from Honda or Mitsubishi. However, this is a true muscle car – if you've never had a callous or dirt under your fingernails, this probably isn't the ride for you anyway. To say the Shelby GT500 is powerful is obviously an understatement. Under full throttle it does, in fact, do a pretty good job of holding you against the back of your seat. The exhaust emits a noticeable rumble at idle, an alluring song replaced by roaring and supercharger whine as pressure is applied to the go pedal (were he alive today, Beethoven could've taken a few pointers from Ford's exhaust tuners). With that kind of temptation at our disposal we only saw 14.2 mpg after a week of driving, but some might be surprised that fuel economy was actually that . Thanks to the large discs, braking was never an issue, and we found the pedal easy to modulate. What's less impressive is the Shelby's handling, which despite benefiting from SVT tuning and steering tweaked for added response, leaves a lot to be desired. Whether cruising around town or bolting down a desolate country road, the ride is stiff. That, coupled with large stabilizer bars, helps prevent any noticeable body roll in hard cornering. But the Shelby's weight is front-biased (57 percent front/43 percent rear in coupe trim, 56/44 in convertible trim), so the front end has a tendency to push, even with the Goodyear rubber offering grip. And the GT500 feels big. Indeed, it's a large, weighty car, all of which the driver feels when trying to take tight corners at a good clip. Adding insult to injury is a steering system lacking road feel and responsiveness, and seats that lacked enough bolstering to prevent us from sliding around when the route got especially aggressive. Just weeks before, we drove a Cadillac XLR on the same stretch of road, and were much more impressed by its handling than the Shelby GT500. That may not come as a surprise to many folks, especially those who expect little more form this ultimate Mustang than straight line performance. However, chances are most everybody will be surprised to discover that the GT500 is a comfortable cruiser. Again, there's that stiff clutch to contend with, but get past that and you'll enjoy supportive bucket seats, padded armrests, well-placed controls, and ample room up front (the rear seat is quite cramped). When rolling along the highway, the firm ride is somewhat offset by those inviting bucket seats, and the engine is subdued as the tach needle spins relatively low in sixth gear.

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FAQ

FAQ The Shelby GT500, built in Michigan and currently on sale, is priced tens of thousands less than the Corvette Z06 and Dodge Viper (not including dealer markups). When will the 2007 Ford Shelby Mustang GT500 go on sale? The GT500 went on sale this summer, though getting one might be hard, despite dealer markups reaching five digits. Is the Shelby GT500 built in the U.S.? Yes. Assembly takes place in Flat Rock, Michigan. In terms of price, how does the 2007 Ford Shelby GT500 compare to the Corvette Z06 and the Dodge Viper? The Shelby is priced from the low to mid $40,000s before without options or dealer markups. In comparison, the Corvette Z06 starts at about $70,000 and the Viper at about $85,000.

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Specifications

Specifications Competitors include the Chevrolet Corvette Z06 and the Dodge Viper Test Vehicle: 2007 Ford Mustang Shelby GT500 Convertible Base Price: $47,800 (including a $745 destination charge and $1,300 gas guzzler tax) Engine Size and Type: 5.4-liter supercharged V8 Engine Horsepower: 500 at 6,000 rpm Engine Torque: 480 lb.-ft. at 4,500 rpm Transmission: Six-speed manual Curb Weight, lbs.: 4,040 Observed Fuel Economy: 14.2 mpg Length: 187.6 inches Width: 74 inches Wheelbase: 107.1 inches Height: 54.5 inches Legroom (front/rear): 42.7/30.3 inches Headroom (front/rear): 38.8/36.3 inches Max. Seating Capacity: Four Max. Cargo Volume: 9.7 cubic feet Competitors: Chevrolet Corvette Z06 Dodge Viper

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2nd Opinion – Chee

2nd Opinion – Chee The GT500 is for the guys who work on cars and then drive ‘em slow around the neighborhood with the stereo off. At first I didn't notice, so in love was I with the powertrain. The 500-horsepower engine, the growling exhaust note, the short-throw six-shooter…but after a few hours, doubt began to creep into my rationale. It's not so hot on the twisties, and that fit and finish is off, too, with unequal gaps and some misaligned panels. So what. I still love it, though I would never buy it – at least, not now. But call me in 15 years when I have some discretionary income. Fact is, if you're in the muscle market, this is the ultimate muscle car thanks to its torrents of straight line power, packaged into a pretty regular vehicle body style. As such, the GT500 can't really be compared to the Viper, as the Viper is really only suited for those with too much money and possibly an inferiority complex. The GT500 is for the guys who work on cars and then drive ‘em slow around the neighborhood with the stereo off. It's for the enthusiast who places the symphony and power of 500 horses above carving out a canyon.

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2nd Opinion - Perry

2nd Opinion - Perry Thumbs up to the exhaust rumble, monster torque, and smooth transmission. Thumbs down to the materials and heavy appearance of the design. Driving the Shelby GT500 is about as much fun as you can have with your clothes on. The torque this monster V8 produces along with the sweet sound of thunder that rolls out of the exhaust is complete euphoria. I was even surprised by how smooth the transmission rowed. The drivetrain in the GT500 is so good it makes it easy to overlook the stiff clutch, the heavy look of the body design and the low quality interior plastics. This has to be one of the most exhilarating cars to drive we have had in the office in a long time.

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2nd Opinion - Wardlaw

2nd Opinion - Wardlaw Despite its intimidating looks, the Shelby GT500 wouldn't like survive a Viper attack. Furthermore, the lack of steering feel and suspension control make the Mustang GT a smarter buy. Cobras flare their hoods to appear larger and more threatening to predators, so the bulging front clip on the new Ford Mustang Shelby Cobra GT500 aligns with the design of its reptilian namesake. Cobras also prey on other snakes, but after driving the GT500 I'm not convinced a Shelby driver would be wise to attack a Viper despite the firepower produced from the supercharged V8. Finally, venom doesn't always flow when a Cobra strikes, proven out by the Shelby GT500's lack of steering feel and body control. This is a better Mustang, but my pick is still the GT.

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