reviewed for Times Union’s Autos Weekly
by Dan Lyons

In the Sixties, Ford joined forces with car racer turned car builder Carroll Shelby. The object of the corporate union was to put some giddyup in Ford’s new Mustang. Shelby obliged, creating some classic, Mustang muscle cars that boosted Ford’s performance profile and burnished the Texan’s reputation. Like a lot of marriages, though, this union eventually went south, and by that I do not mean that they moved to Florida. Shelby and Ford soon parted company and in the years that followed, agreed on little except to be disagreeable.

Now, the hatchet buried, history repeats. Ford has again asked Shelby to help polish the image of its brightest brand, by recreating the Shelby Mustang. The result is the 2007 Shelby GT500. Shelby and Ford’s Special Vehicle team (SVT) began at the bottom. Shocks, spring rates and stabilizer bars were upgraded on the lowered chassis, to make sure that the handling could keep up with the motor. The suspension is independent front, solid-axle rear – the latter a bit of a surprise in a higher end performance car. Big, vented, cross-drilled disc brakes supply the “whoa”. Staggered size Goodyear Eagle F1 Supercar tires are fitted to the corners. The fronts measure 255/45 ZR18; backs are 285/40 ZR 18.

The principal actor in this power play resides under the hood. Shelby and SVT replaced the 4.6 litre V-8 with a supercharged, 5.4 litre V-8. Linked to the 5.4 litre is a Root-type supercharger. They built the motor with suitably stout components - a cast iron block, special intake manifold, aluminum four valve heads – and backed it with a Tremec six speed manual transmission. Output for the GT500 is 500 horsepower – most ever in a Mustang – and 480 lb. ft. of torque. This is Supercar stuff, all the more eye-opening because of the sticker price. The GT500 coupe lists for $40,930, while the convertible’s sticker starts at $45,755.

The car I got out of before stepping into this one was the Dodge Viper Coupe. That’s back to back 500 hp cars, and what’s most interesting is how different the two feel. With Viper, the concept is: there’s no replacement for displacement. The 505 cubic inch (8.3 litre) V-10 makes muscle the old school way, with massive cubic inches. The GT500 is more of the Clark Kent/Superman approach. The 5.4 has good power, so you don’t even need/feel the supercharger unless your foot is well into it. When the blower cuts it, though, it’s a quick change to the ‘ol suit and cape and then up, up and away!

With the whine of the supercharger as a soundtrack, the 5.4 pulls from 0-60 mph in the high four second range – and this in a two ton car. The torque curve is very broad, and the Tremec stick helps you stay on top of it. The steering has a well weighted feel, with a just right boost. The meaty Eagle F1 tires have plenty of grip, though they can be noisy on some surfaces, and, as with any solid axle car, hitting a large bump in mid curve will make things lively for the driver. Ride quality is comfortable, particularly in convertible GT500’s, which have softer spring rates than the coupes. Rough pavement will coax some noticeable cowl shake out of the chassis.

Inside, the Shelby cars add some flair and function to the cabin. The only change to the retro cool Mustang dash was to have the speedometer and tach swap places. Side seat bolsters have been fattened up to better hold you in place when cornering. It’s buyers choice for interior colors – black, or black with red inserts. I recommend the two tone treatment – it punches up the look, but it’s not overdone. The GT500 convertible is effectively a two seater. There are +2 size seats in back, but if the front passengers are at all tall, there’s little legroom left behind. The convertible top is done in cloth, not vinyl, for a classy look. It powers down easily into a z-shaped stack that looks clean enough that you can forego the snap-on boot. Top down, wind buffeting never rises to objectionable levels. Top up, it’s a pretty quiet cabin. In fact, I’d argue that Ford should open up the exhaust system a little more. A 500 horsepower Cobra should sound like it’s got fangs.

The package is wrapped up on the outside with a great, menacing nose section, functional hood scoops, spoilers fore and aft, cobra badges and stripes and call-outs for the rocker panels. Broad, skunk stripes are applied to coupes, not convertibles (just like the old days) and all the stripes can be deleted, if you prefer a stealthier look.

Ford continues to do a nice job of managing the brand when it comes to Mustang. They nailed the styling on the redesign in 2005, and since then, have spun off special models to appeal to the Ford faithful – like the GT500. And, any 500 horsepower, limited production convertible with Shelby’s name on it has future collectible written all over it. Let’s say that you’re in the market for a three season fun car, and your wallet can wrap around this ride. Have fun, keep it clean and years from now, what will it be worth? Well, no one can guarantee this stuff, but I like the odds. And incidentally, on a sunny summer day, it’s a whole lot more fun than a stock certificate!

2007 Ford Shelby GT500 Convertible
MSRP: $45,755
As tested: $48,590

Drivetrain
Engine: 5.4 litre V-8, supercharged
Horsepower: 500 @ 6,000 rpm
Torque: 480 lb. ft. @ 4,500 rpm

Weights and Measures
Wheelbase: 107.1"
Length: 188.0”
Width: 73.9”
Height: 55.7”
Weight: 4,040 lb.

Interior
Head Room: 38.8” f/36.3” r Leg Room: 42.7” f/30.3” r
Cargo volume: 9.7 cubic feet

Chassis
Suspension: Independent front, three link rear with Panhard rod
Brakes: Four wheel disc, ABS standard

Mileage
EPA city/highway mpg - 15/21

Warranty
3 years/36,000 miles – bumper to bumper, limited

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