One evening, whilst dining at a Turkish restaurant in Mayfair, I watched my server nearly trip over another waiter’s leg. (The staff member whose appendage had caused the offense was kneeling by the desert cart.) The burly fellow who’d almost lost his balance looked at his compatriot with dagger-filled eyes. Waiter number two stared straight back. “Yes. I am trying to kill you,” he said with deadpan earnestness. Reading Scott Burgess’ review of the Shelby GT500KR, it seems pretty clear that the 540hp ‘Stang is equally intent on eliminating its driver. Which is to say not intentionally, but what difference does that make? “The 2008 Ford Shelby GT500 King of the Road scares me,” Burgess admits from the git-go. “The first ‘incident’ occurred along Gibraltar Road when I started to pass a minivan poking its way up the same straightaway. With no oncoming traffic and the lane open, I dropped the six-speed manual into third and kicked out to the left. The moment I mashed the pedal to the floor and listened to that supercharged whirl come from under the hood, the SVT light on the speedometer lit up and the back end of the KR jumped to the left and shuddered — full power, full torque ripping through the rear axle. ‘Oh, sassafras’ — that’s paraphrased — blurted out of my mouth.” Incident number two after the jump.
“Anyone who likes to go fast knows that one of the best places to test a vehicle is on an entrance ramp. There’s a feeling that there’s a free pass for perhaps going over the speed limit. So, we floor it.
“On one around Detroit, I took the KR and drilled it as I came around a 90 degree corner, expecting to power slide through the turn. Hey, it happens in these cars. Much to my surprise, the KR stuck to the road and I shot out of the corner like a stone from David’s sling.
“Fortunately, there was no one immediately in front of me, as I would have put a Le Mans stripe into their trunk.”
I’ve already called previous super-‘Stangs death cars. I will wait for a drive before issuing my final pronouncement on this one (fancy that). Meanwhile, what’s the opposite of reductio ad absurdum?
And just think, you can sign away the warranty and get Ford to upgrade this to a 700HP edition.
Not sure how too much traction (a lack of an expected power slide) is dangerous.
Seems to me if you’re not an auto reviewer on an expenses-paid junket to the French Riviera to drive a brand new car for a couple of days, you’d be used to how your car drove and able to control it adequately.
Poor, tortured auto reviewers. Hah.
I haven’t driven one, but saying the absurdly complicated name – “Ford Mustang Shelby GT500KR” – makes me want to end it all. Talk about trim level overkill.
How to turn a Mustang GT into a Shelby:
Step 1: Add 200+ horsepower
Step 2: There is no step 2
And people wonder why these cars are murderous.
Hmm.. if my memory serves me right, the ramps at the 275/94 interchange should be a good exercise for that live axle. Try taking one of those pulling better than a G.
KalapanaBlack :
This is what I call “The Death Car Defense.” My car’s only dangerous if you don’t know how dangerous it is.
Or, to paraphrase the Capri Sun ad, “Respect the car. RESPECT IT!”
I’m not buying that. Literally.
BTW: The Ford GT is NOT a death car, despite its power and lack of traction control. Of course, it is/was slightly pricier than this rig.
How to turn a Mustang GT into a Shelby:
Step 1: Add 200+ horsepower
Step 2: There is no step 2
And people wonder why these cars are murderous.
There’s a bit more to it than that. To begin with, the plain vanilla GT500 has massive revisions to the suspension. In our testing for SpeedSportLife we were able to pedal a regular GT500 around MSR Houston in a time pretty much exactly that of the Lotus Elise.
To make a KR, there’s another full round of suspension revisions, including some heavy-duty and expensive shock action.
Scott’s obviously writing to amuse and inform here, but I had no trouble running the GT500 at triple digits in close proximity to an F430 on a road course. These cars are easy as pie to drive.
Jack Baruth :
And then Jack hit a mid-corner bump and joined the Wild Stallions in concert.
Truth be told, my 993 is far more of a bumpy-road handful than any modern Mustang. Ask any CMC racer, me included: constant throttle in mid-corner is de rigeur, but other than that these cars are sweethearts.
Robert, edit this out if it’s beyond the pale, but this is me in the GT500KR at Ford’s test track. All four wheels leave the ground multiple times, no kittens are harmed:
Typo in the original post – 540 hp, not 440.
Given the huge difference in price next to the minor difference in power of the regular GT500 vs the GT500KR, I have a feeling most of the 1000 (or 1700ish if you include the ’09s) will find homes in climate controlled garages as collector pieces instead of actually racking up real world miles where they could become deadly.
NulloModo :
Doh! It’s one of those thing that a little voice in the back of your head goes “Is that right?” And another voice goes, “how about a bowl of cereal?”
Text amended.
What about the Super Snake GT500? That one will be pushing out 720 horses, in a front-heavy rear driver. Shelby should have named it the GT500 HOLY SHIT, I NEARLY DIED Edition.
Jack Baruth :
I posted the video, and then one of our Best and Brightest said it was about as fascinating as watching the America’s cup.
Anyway…
That track is as smooth as the slide guitar on Roll ‘Em Easy. You try driving that thing like that around here (RI) and you will believe a Ford can fly. (That’s not flying! That’s dying… with style.)
My gripes:
Sports car reviews from guys who don’t know how to drive fast.
Guys who buy 540hp Mustangs who don’t know how to drive fast.
So even though Scott Burgess is a tard, he’s probably closer to the average GT500KR owner than Jack Baruth.
I’d never want a car with more than 400HP unless it was ALL WHEEL DRIVE, automatic Transmission and an on board computer assisting ESP / Stability control.
I want to drive a nice car – not a fast car…all fast brings is speeding tickets and accidents.
I own a 300 and an S550 and I haven’t had a car accident in over 4 years – thank God.
And I did it by obeying speed limits, looking out for the next driver, never tailgaiting and being cautious.
Scott Burgess and the car are both symptomatic of what’s wrong with Detroit.
He doesn’t know anything about driving dynamics, can’t write, and is embarrassing himself blubbering about what amounts to some grunting and a loud noise.
The car has an antique suspension, a weight balance like a front wheel drive car, and is morbidly obese at 4000 pounds. It pays perfect tribute (and probably a ridiculous licensing fee) to a person who hasn’t done anything significant in 40 years but talk about the past, and whose last Mustang was similarly over-weight and under-suspended.
Is this really the best that Detroit can do? Can Ford engineers proudly claim that they built the best product possible and that it exemplifies world-class engineering and the technical strengths of their company?
This isn’t the “king” of any road – it’s the type of car that will end up rolled over or impacted into a tree on any kind of twisty back roads drive.
And it certainly isn’t the best that Ford can do – but unfortunately it’s all they can afford. What began with a plan to build something to be proud of started well, stopped for lack of leadership, and then restarted with a compromised vision and a severely cut budget. An IRS was developed and then killed for financial reasons, at least 3 engines were killed, and what was planned to be the most sporting model was pointed at a time 40 years ago instead of to the 21st century. As many unemployed engineers and former SVT staff will tell you, the S197 program was a mess from start to finish.
Now all that’s left is a pantomime of a performance car dolled up in clown stripes. And what will be billed as an all-new 2010 model isn’t at all competitive.
Very sad.
Would rather own a destroyer with 45,000 shaft horse power and capable of 36 knots.
The things that go boom and bang would be fun extras.
Remember the “Widowmaker” rear suspension design that gave early 911’s snap oversteer? There are those who like to be tested by their car…Today’s cars have such high limits that rapid transitions between control and “Oh sh@@t” can be disastrous. Nothing takes the fun out of a fast drive then leaving the road sideways at 50 mph…
“…this is me in the GT500KR at Ford’s test track. All four wheels leave the ground multiple times, no kittens are harmed.” (Jack Baruth)
This is Jack Baruth in the passenger seat, in case anybody thinks “the great Jack Baruth” (straight from the video narration) is driving.
Who is Jack Baruth anyway? What am I missing?
Has The Stig test-driven the GT500 $King’sRansom yet?
Ah, you’re not missing much, Mr. Wilkinson; I am a newbie TTAC contributor, veteran of many an entry-level auto-industry job, overly enthusiastic purchaser of Porsches, Audis, and full-sized Volkswagens, and bloodthirsty club racer.
I do not claim to be an experienced Mustang racer, but I did manage to brush reasonably close against Mid-Ohio’s CMC lap record in my one Mustang race last year. Highlights here:
http://www.youtube.com/watch?v=5046AALtFys
Sound is great, video not so great, driving perhaps a touch reckless.
Earlier this year I had the chance to spend a few days with the GT500, including a full day at MSR. What we found: it was about five seconds behind “serious” track cars and just about even with an M3 or M5. I think that’s pretty good for a car which isn’t really road-course-oriented.
The video in my previous post is me riding shotgun with the Errol-Flynn-lookalike Matt Johnson from SVT, abusing the “Red Dragon” preproduction car.
But the short answer to your question: I’m the douchebag who painted a perfectly good Audi S5 bright green.
Flashpoint :
I drive a 400hp rear drive car and I have never really come that close to losing control of it. Why would anybody want an automatic transmission in a car that powerful? A manual is so much safer because you’re in complete control. The last thing you want is the automatic tranny to kick down on you mid-corner
And not having an accident in the past 4 years doesn’t seem to me like it’s anything to brag about. Obeying the speed limit doesn’t have much to do with not crashing either
@ Davekaybsc
The second step would be the added stickers all over the car from the aftermarket company.
I’m surprised a Mustang can fit on that road next to a minivan.
GT500KR only rockstars need apply (sign me up!!!!
other cars are like tampons- every pussy has one………..
I was lucky enough to get a test drive in one of these cars and I loved it. No other performance car I have driven can come close to the total package of the Shelby, I am talking about when you have sat behind the wheel for a full day you arent tired of the car like you are in the porche and BMW. Car is beautiful to drive and unlike all other cars this one goes up in value. I hope the live axle stays around. If you cant control these you shouldnt have more than a civic because you cant drive.
What is it about the Shelby that makes people who KNOW how much power it has drive it like they don’t? These same drivers test drive exotics with the same (or more) hp all the time without crashing them. But put them in a Mustang and their brain turns off.
I could understand this if it was someone who had no clue that this was a SERIOUS hp car, but these guys know better, and know the reputation of the car. For God’s sake a reviewer for Autoblog killed a pedestrian in one of these last year.
Here’s a tip for anyone else who may test drive one… you might want to be really careful with the pedal on the right, and not actually floor it on the street. PERIOD.
Sounds nearly as dangerous as the original 427 Shelby Cobra.
Robert Farago to (I think) Jack Baruth:
I posted the video, and then one of our Best and Brightest said it was about as fascinating as watching the America’s cup.
Well, I was one of the first who wrote. Heh, if you’re calling me one of the B&B, bless your heart, however; I’m not sure I could pass the qualification exam! Until then, I consider myself “in training”, and not quite ready to wear the logo.
By the way, I did post a (second) response to you, Robert, but the very moment I posted it, my IE got hosed and I ended up having to forcibly terminate my browser from Task Manager. I finally logged back on and saw that the video had been taken down.
I appreciate your attentiveness to reader opinion, but I fear you give me too much editorial power; I most certainly didn’t mean for you to take the video down!
BTW, as I said in the second post (probably lost), I’m glad that Jack survived his plane flight. :)
Neighbors just upgraded their high school senior’s Mustang GT with a GT500 a week after he hit a guardrail and totaled the first car.
My sophomore knows he will never, ever see the inside of the DMV if I find him in the passenger seat.
Burgess is a great reminder that a wallet deep enough to afford 540 horsepower and the skill to corral them are rarely possessed by the same person.
Standard feature not mentioned. Two steel pail buckets full of male testosterone located in hatch. Just another Mustang retro cash cow. Viagra crowd take note.
Robert Farago :
December 27th, 2008 at 9:13 pm
KalapanaBlack :
This is what I call “The Death Car Defense.” My car’s only dangerous if you don’t know how dangerous it is.
Or, to paraphrase the Capri Sun ad, “Respect the car. RESPECT IT!”
I’m not buying that. Literally.
BTW: The Ford GT is NOT a death car, despite its power and lack of traction control. Of course, it is/was slightly pricier than this rig.
I understand. I’m not a fan of the Mustang, or a diehard Ford fan, nor have I driven a Mustang on a racetrack at the limits (haven’t even driven better than a GT, in fact – mostly V6s). However, it seems to me that despite an overall feeling of crudeness, the current Mustang isn’t dangerous to drive as long as you adapt your driving style a bit to its, uh, characteristics. It’s not a BMW with double wishbones at each wheel. It’s not a FWD Honda compact with laser-tight steering. It’s a Mustang. You can’t drive a Cayenne like you can a 911. That fact alone doesn’t necessarily make it a bad car (though there are many more traits that I and many others dislike about both the Mustang and the Cayenne).
I guess it boils down to: it is what it is. And I just don’t see its differentiating characteristics as turning it into a “death car.” For that, see the case of the Yugo driver getting blown off the Golden Gate bridge by a gust of wind.
Kalapana,
You are absolutely correct, it is what it is. I think the only problem with this car may be that people have been lulled into a false sense of security by the nanny state.
Landcrusher :
The Nanny State has lulled people into a false sense of security?
You could also say that federal safety regulations have saved hundreds of thousands of lives, while allowing enthusiasts to continue to enjoy death cars (all convertibles and inherently dangerous cars like the ‘Stang).
RF,
Good point, but while most car regs have made sense (though not nearly as much as they could have), much of the rest hasn’t. The bottom line is that people put waaaaay to much faith in the idea that there will not be negative consequences to their own foolishness.
While I am not for selling unsafe cars, selling a specialty car that does what I think a car like this is going to likely do when stomped on should be celebrated as a last vestige of freedom and personal responsibility. It is what it is. Respect it or get hurt. You know, like a chainsaw. They still sell those.
I understand. I’m not a fan of the Mustang, or a diehard Ford fan, nor have I driven a Mustang on a racetrack at the limits (haven’t even driven better than a GT, in fact – mostly V6s). However, it seems to me that despite an overall feeling of crudeness, the current Mustang isn’t dangerous to drive as long as you adapt your driving style a bit to its, uh, characteristics.
It’s not a BMW with double wishbones at each wheel.
I’m guessing you’re talking about the 3 series? Because a 3 Series has NEVER had a double wishbone suspension.
It’s not a FWD Honda compact with laser-tight steering. It’s a Mustang.
If you think a civic has “laser tight” steering you seriously need to drive some other cars. Do yourself a favor and borrow someones miata.
A Mustang’s rack is pretty average, but slow. I attribute this to the pedestrian all season tires. A GT500’s rack is pretty decent, with a surprising amount of sensitivity for such a heavy car but I also think it is too slow.
I don’t know what Roush did to their stage 3 Stang, but it was is an incredible transformation for steering response (average to full on sports car). It feels like a shorter ratio rack, but to my knowledge the rack isn’t modified. I’m guessing the change in response is from the wheels and low profile tires. (GT500’s have a lot of sidewall).
And for the record, the KR is on a r-compound version of the regular eagle super car tires (You can see a Star on the KR tires to indicate this). R-Comps + cold weather = bad idea.