Just moments ago I bade a fond farewell to my new friend, the 2007 Ford Mustang SVT Shelby GT500 Cobra. Having written its full name, I will now take a long nap. Or maybe I'll tell you about it first.
What exactly is this car? Is it a horse? A snake? An octogenarian? Mustang is the model, which isn't labeled on the car but is basically what it is. Cobra is the designation — along with SVT for Special Vehicle Team — long borne by ultimate versions of prior Mustang generations. Shelby is indeed an octogenarian car-development and racing legend who, after a lengthy hiatus, has once again lent his name and expertise to the Mustang. GT is the Mustang trim level on which this version builds, as well as the name of the supercar Ford probably wants to evoke. The 500 stands for the car's 500 horsepower.
Fortunately, you don't have to know any of this to drive the GT500. You just turn the key, hear the rumble and disappear in what is arguably the purest surviving example of American muscle-car glory. The past few days were my first living with the GT500 on real streets in real life rather than on a racetrack, and the car is definitely livable, though it also has some tradeoffs that weren't evident on the track.
Considering that the 5.4-liter V-8 has a belt-driven supercharger rather than an exhaust-driven turbo, I was surprised to discover what feels like turbo lag. When you nail the accelerator, the car goes, but it doesn't really hustle until the tachometer closes on 3,000 rpm. From there, the power continues to climb rather than petering out like many supercharged engines do. On the track, this is probably a good thing. On the street, it's just not what you expect from a big V-8, or a supercharger, and definitely not both. Even the older SVT Cobras felt like it didn't matter much which gear you were in because there was so much ready torque. The Chevy Corvette is similar. In the GT500, you need to work the six-speed shifter more. I really like the clutch, which emits a cobra-like hiss when it makes light contact.
Overall the car handles well, exhibiting little body roll. That said, rear-axle hop is a real problem. On a smooth track, and street, the car behaves, but on a hairpin with bumps or undulations, the rear end readily skates sideways. I also found that if the torque comes on when traversing bumps, typically around the 4,500-rpm peak, the rear starts hopping, which compromises control and keeps power from getting to the road. Is this a horse, a snake or a rabbit? Since this car was a mere rumor, detractors have been lining up to criticize Ford for using a solid rear axle rather than an independent suspension. Always more interested in results than formula, I've been impressed by the current generation, solid axle or not, in coupe and convertible forms. One could conclude that the GT500's behavior is finally showing the design's limitations, but the previous SVT Cobra generation did have an independent rear end, and it hopped around like an ADHD kid cold-turkeying his Ritalin. I'm just sayin'....
Changes in the GT500 throw the Mustang's already lopsided weight distribution from 56/44 percent (front/rear) to 57/43, which is a little too close to the front-wheel-drive norm. I suppose this keeps you safe from oversteer — which is particularly dangerous when the rear end is hop-happy — but it's not the ideal. The GT500 has gained a hefty 470 pounds over the Mustang GT, for a 3,920-pound total. Not light. Honestly, I don't think the weight is felt, but it definitely affects acceleration and roadholding, and there's a lot of nosedive when braking hard. Aside from that issue, I like the brakes.
I don't want it to seem as though I dislike the GT500. I'm always surprised when people come away from our reports having concluded that we love or hate something. Seldom is it so simple, and when it is, we say so. Here I'm just sharing the latest findings, which is my job. To be clear, the GT500 is a blast, and a pretty good deal at $41,000. I particularly like the way the exhaust thunder combines with the supercharger's moan and whistle to remind you that you're driving a machine — a big, powerful machine. I had a good time with it — I might even say a rip-snorting good time. (Bear in mind that rip-snorting is best left to professionals on closed courses. Do not attempt to rip-snort at home.)
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