06-15-06: This month, hundreds and thousands of subscribers are getting their car magazines in the mail with the first actual road tests of the new 2007 Shelby GT 500. This of course is coinciding with the arrival of the long hyped Mustang in showrooms. In the past year leading up to this pivotal moment we have had more marketing and drum beating in enthusiast circles for the 2007 Shelby GT 500 than any other Mustang in history.
We all remember the $600,000 sale at Barrett-Jackson last winter. Ebay has been active with dealers and placeholders auctioning their best deals for the “fee” over MSRP on the first cars. Some have even been defiantly arrogant about their willingness to lock the car up in storage before parting with anything less. The prices so far have been in the $20,000 to $40,000 range on top of the car’s $40,000 price tag. People have already lined up to pay $60,000 plus to own this car based on nothing more than excitement and marketing prowess.
Now comes the test of their resolve. Car magazines set the tone for the automotive landscape and they are now weighing in. Now that the many popular publications have done their road tests, what is the word? Did the car make the grade?
Starting with performance, the majority of the automotive print press has seemingly given the car a collective B+. The tested 0-60 times have come in at around 4.5 to 4.6 seconds. Quarter mile times are in the high 12’s.
Car and Driver remarked, “Although those are terrific numbers, they don’t seem quick enough for a 500-hp car. Sure it weighs a lot, but the last SVT Mustang Cobra we tested (2003 model) posted the same quarter-mile time and speed despite a 20-percent-worse power-to-weight ratio (110 fewer horses, 216 fewer pounds). “ Autoweek also commented, ”Some have gone so far to say the car feels slow, but we believe it’s more accurately described as the tamest-feeling 500 horses with which we’ve ever played. Is that a good thing? We’re not sure.”
Much of the of the disappointing performance perception is blamed on the 2007 Shelby GT 500’s curb weight which is a tad over 3900 lbs. The extra weight of the supercharger, intercooler hardware, secondary sheave pulley system and larger brakes also put the front/rear weigh balance at a disadvantage. To this end Autoweek remarked, “Many have said the price of all those pounds is a decidedly un-500-horse feeling when propelling down the road.” The irony here is that the same was said of the 1968 Shelby GT-500 from which this car takes its inspiration. That car was deemed a nose-heavy pig by the automotive press in the 1960’s. But alas, it didn’t hurt its collector appeal.
One of the other notable areas that the road tests have revealed dissent is the lack of an independent rear suspension. While most car enthusiasts agree that a serious high performance car in the 21st century has no place for a live axle, Ford continues to build them. In an interview with Robert Lane of StangsUnleashed.com, Team Mustang brand manager Jim Owens defended their use of the live axle. He quoted the success of the Mustang FR-500 C winning at Daytona against competitors who all had IRS. What that assertion fails to recognize is that where a live axle really faults a driver is on the street where bumps, expansion strips and potholes throw you around. A smooth racetrack is a lot more forgiving.
In the road tests, the existence of a live axle in a $40,000 high performance halo car did not go unnoticed. “That solid axle makes itself known while turning, however. The rear end jumps out when it encounters any sort of road imperfection with the steering wheel cocked, requiring extra-quick hands to keep it in line. “ Autoweek noted, “Ford argues that putting an IRS in the GT500 would add too much weight and cost to the car and still not perform better than the current configuration. We can’t say we entirely buy into Ford’s spin; seems like an awfully low-tech approach for its premier pony car.”
All was not negative however. The launch control aspect of the traction control system was given a the nod by Car and Driver, “To get a nearly perfect hole shot, all you have to do is rev the engine to 3200 rpm, dump the clutch, and floor it. The system automatically modulates engine power to make the driver look like Kenny Bernstein. With it, we hit 60 mph in 4.6 seconds.”
Overall the magazines have collectively seemed to typecast the new 2007 Shelby GT 500 as a good “all around cruiser”. You know, the kind of car you take to Sonic on a Saturday night for a burger and perhaps hope for a couple of fun runs on the way. It has earned the bang for the buck award by most publications given its 500 horsepower, 4 seats and $40,000 price tag. Car and Driver complimented, “As four-seaters go, the GT500 is the best bang for your buck around…..”
The only problem is that in the real world this car is actually costing people $60,000 to $80,000. This is where the rubber really hits the road. For those seeking pure performance, there are indeed better and faster cars for that kind of money. It will be interesting to see how the market fares on the GT 500 this summer now that the cat is out of the bag so to speak. Oh, and did the Mustang finally beat the Vette? No.
Will the real world performance and lack of comparative technology matter to the true blue Mustang enthusiasts? We tend to think not. Most dyed in the wool Mustang aficionados aren’t too worried about what the mainstream automotive press says since they rarely goo about any car unless it says Honda or Toyota on it.
What the road tests coming out this month may have an effect on is the demand placed on the Shelby GT 500 by speculators who are mostly the driving force behind all the price wars. This in essence could have a cooling effect on the hideously large dealer addendums. It might in the end serve to put more real enthusiasts behind the wheel as opposed to investors who would squirrel them away until 2026.
In the final analysis, the 2007 Shelby GT 500 will provide a fun ride and a source of pride for the 9000 or so lucky owners each year of its production. Most Mustang enthusiasts will likely overlook its deficiencies and or head straight for the local tuning shops to cure them.
We’ll be watching.
Poll: Are you dissapointed in the GT-500's performance or not? |
