The press for release for the Adrenaline at the NYIAS states it will go on sale at the same time as the GT500:
formatting link
Furthermore, Motor Trend for May has a full spread on the car with pictures. I quote from the article:
"Shelby Cobra GT500's supercharged 5.4-liter DOHC V-8 produces over 450 hp
Just as the original Shelby GT500 was the "step up" to big-block power from the GT350, the new Ford Shelby Cobra GT500 steps up to Ford's
5.4-liter "MOD" V-8. The result? The GT500 is the most powerful factory Mustang ever. Its supercharged 5.4-liter, 32-valve V-8 evolves from SVT's experience with supercharging the "MOD" engine to deliver more than 450 horsepower and 450 foot-pounds of torque.
The cast-iron-block, four-valve engine is force-fed an air-and-fuel mixture via a screw-type supercharger at 8.5 pounds per square inch of boost. Aluminum cylinder heads, piston rings and bearings sourced from the Ford GT program bring a high level of proven durability to the drivetrain, while upgraded cooling components promise longevity. "Powered by SVT" camshaft covers are the finishing touch to the engine.
This version of the 5.4-liter V-8 has a higher horsepower rating than any other factory Mustang in history," says Jay O'Connell, SVT chief vehicle engineer. "It really delivers on the essence of two great names in Ford performance - a mix of SVT's modern-day experience with supercharging and the Shelby GT500's heritage of big-block power.
The engine has been further tuned from its first application in a Mustang, the 2000 SVT Mustang Cobra R, a limited edition model of 300 units.
Helping to put the power of the GT500's supercharged V-8 to the pavement is a T-56 six-speed manual gearbox. The evenly spaced gears mean less stirring is needed to find the "sweet spot" in keeping the revs "on cam" for power to pass, while at the same time making the most of the engine's broad torque curve. The heavy-duty transmission has proven itself a willing companion to V-8 power in Mustangs in both road and track environments, including the 2000 SVT Mustang Cobra R, 2004 SVT Mustang Cobra and the new race-winning Ford Racing Mustang FR500C.
Great power requires great control
The great Shelby Mustangs of the 1960s were anything but one-trick ponies. They earned their stripes on twisty roads and race tracks across America and Europe. The Shelby Cobra GT500 show car continues that legacy of all-around performance.
The GT500 starts with the solid 2005 Mustang underpinnings. The all-new Mustang's platform was designed from the beginning with performance derivatives in mind, providing an exceptionally rigid, well-engineered starting point for SVT chassis engineers.
Using real-world experience gained during more than 12 years of building great-handling SVT Mustang Cobras, SVT engineers retune and upgrade key chassis components. Improvements such as revised shocks, spring rates and upgraded stabilizer bars help the GT500 stop and turn with the same authority as it goes.
The GT500 features a MacPherson strut independent front suspension with "Reverse L" lower control arms, and a solid-axle, three-link rear suspension with coil springs and a Panhard rod for precise control of the rear axle.
This rear suspension design has been validated on the track by Ford Racing. The race-prepared Ford Racing Mustang FR500C was purpose-built from the base 2005 Mustang body structure and suspension geometry to run in the Grand-Am Cup series, a class of road racing for production-based cars. Competing against the best from Germany and Japan, a Mustang FR500C competed in and won its first ever race in the season-opener at Daytona International Speedway in February 2005.
SVT and Ford Racing will be working closer than ever as we go forward on future projects, especially Mustangs," says Thai-Tang, a Ford Racing alumnus who served as the race engineer for the Newman-Haas Racing team in 1993. "The Mustang FR500C racing program is an exact demonstration of the capability we engineered into the mainstream Mustang to be capable of. Now, we have both a Daytona victory and the return of the Shelby Cobra GT500 to showcase Mustang performance possibilities.
To match this power and handling ability, SVT fitted some of the biggest brakes in the business to the GT500. Fourteen-inch cross-drilled Brembo rotors up front and 13-inch discs in the rear continue SVT's legacy of great-braking Mustangs. Secure footing is provided by 19-inch wheels wrapped in high-performance tires."
So, two SVT products upcoming :).
Time to upgrade mine so I can keep the GT500 boys humble for a years or so ;).
-- A happy kid behind the wheel of a 98 Mustang GT Cold air intake FRPP 3.73 gears Steeda Tri-Ax Shifter Flowmaster 40 Series mufflers (self-installed woohoo) Hi-speed fan switch
If the name Carroll Shelby conjures up visions of hot-looking, high-powered Ford Mustangs in your head, then you're just the person the Ford Special Vehicle Team is trying to reach with the
450-plus-horsepower Shelby Cobra GT500 show car.
With a production version in store for 2006, this collaboration continues more than 40 years of Mustang performance history, including Shelby's guidance that also helped shape the Ford GT supercar.
"There's a special place in my heart for the Mustang," says Carroll Shelby. "This new GT500 captures the essence of what we did back in the
60s, but is packed with modern performance engineering from the experts at SVT."
The GT500 is a throwback to one of the greatest high-performance Mustangs of yesteryear that wore the same name - but with all the modern power and technology that SVT, Ford's in-house performance engineering group, could work into the new-for-2005 Mustang. Its supercharged 5.4-liter V-8 touts dual overhead cams and 32 valves - good for more than 450 horsepower, channeled through a six-speed manual transmission.
The new Shelby Cobra GT500 is clearly inspired by the classic '67 Shelby GT500.
The original 1967 Shelby GT500 featured a 428-cubic inch "big-block" V-8 engine producing approximately 355 horsepower. The new GT500 features a 5.4-liter engine, which is nearly 100 cubic inches smaller in size but produces 100 more horsepower. To get there, SVT incorporated its experience in supercharging technology to give the new GT500 the "big-block" feel, despite being smaller in size and more fuel efficient.
Poking through the 19-inch wheels are brakes as big as a large pizza. Redesigned front and rear fascias, heat-extracting vents in the hood, and a "high-back" rear spoiler all lend to more aggressive look. The GT500 is clearly a modern-day muscle car with performance worthy of its bold racing stripes.
450-horsepower too hot for your trot? Mustangs also available with 210 or 300 horses
There's no question that a Shelby Cobra GT500 with more than 450 horsepower offers more performance than many people will ever need - or want. It's not a car for everyone - even if the idea of owning a high-performance Mustang is appealing. But not to worry as Ford dealers already have a couple of other Mustang models to suit varying appetites for power and driving needs: The entry-level model Mustang is far from base with the strong 210-horsepower V-6 starting at under $20,000.
For more oomph, there's the Mustang GT, with a 4.6-liter V-8 that makes a stout 300-horsepower - the most affordable sports car with that much power on the market. Both are available as a coupe or a convertible. When the GT500 hits the streets in 2006, there will be a Mustang at every level of performance to fit any taste and budget.
The Ford Special Vehicle Team (SVT) and Carroll Shelby have joined forces to create a high-performance Mustang that fittingly carries the Cobra GT500 name with great power, impressive handling and classic Shelby design cues. The Ford Shelby Cobra GT500 will continue SVT's legacy of high-performance Mustangs with a production version slated to go on sale in 2006. Currently rated at more than 450 horsepower, the GT500's final output will be announced when the production version is unveiled at the 2006 North American International Auto Show.
"With the new GT500, SVT engineers are developing a high-performance Mustang that has not only won the blessing of Carroll Shelby himself, but one that lives up to the best of what the GT500 badge represents to enthusiasts," says Tom Jones, SVT chief program engineer. "The GT500 delivers on all the key ingredients expected of an SVT Mustang: big power, great handling, awesome brakes, and of course, a distinct look."
The GT500 features the most powerful engine ever fit into a factory Mustang, delivering more than 450 horsepower and 450 foot-pounds of torque. The GT500 will be followed by other SVT-engineered performance products, possibly including a version of the production-intent Sport Trac Adrenalin, the industry's first performance sport-utility truck.
Energized by the launch of the Ford GT supercar in 2004, Ford's in-house performance brand also takes the reins of developing non-SVT branded blue-oval models, including other performance Mustangs inspired by the Bullitt GT and Mach 1.
"SVT is transforming itself with great new products and the responsibility to apply its expertise to other parts of our performance world," says Phil Martens, Ford group vice president, Product Creation. "The Ford GT and GT500 are the foundation for the momentum SVT will inject across more and more vehicles."
Classic big-block displacement and modern SVT engineering create most potent factory Mustang
When the Shelby GT350 was introduced, it was instantly respected as a performance car. Yet, it wasn't until Ford's famed 428 cubic-inch big-block found its way into the GT500 that Mustang's reputation as a true muscle car was firmly established.
While the Shelby GT350 (shown) was a respected performance car, it was the big-block 428 Shelby GT500 that established Mustang as a muscle car
Shelby Cobra GT500 boasts the most power of any factory Mustang due to the supercharged 32-valve 5.4-liter V-8.
To be true to that legacy, the Shelby Cobra GT500 had to possess firepower competitive with the world's best performance cars. Following the theory that "there's no replacement for displacement," SVT engineers fit the new GT500 with a version of Ford's 5.4-liter "MOD" V-8 engine. This is only the second time a factory Mustang has used the
5.4-liter engine, following the 2000 SVT Mustang Cobra R.
In addition to muscle car cubic inches, SVT engineers employed modern performance technologies developed for the supercharged SVT Mustang Cobra and the Ford GT. As a result, the GT500 features a cast-iron block topped with the Ford GT's four-valve, aluminum cylinder heads. These high-flow heads are paired with a screw-type supercharger, and a water-to-air intercooler, for a broad torque curve all the way up to redline. Higher-flowing heads help the engine "breathe" better for increased power and fuel efficiency, while the addition of the intercooler allows the supercharger to deliver a denser fuel-air mixture to the cylinders, resulting in a more powerful charge for each and every firing cycle. Also sourced from the Ford GT are the piston rings and rod bearings, ensuring a high level of performance and durability to the massaged V-8.
Track-tested, race-proven platform and suspension architecture
However, the ultimate factory Mustang isn't limited to just a power upgrade. Shelby and Ford SVT are known for delivering balanced, all-around performance - and the Shelby Cobra GT500 is no exception.
The development of the GT500 chassis started during the 2005 Mustang program, when the basic geometry and chassis structure was tested and validated on a number or race tracks. The result is solid chassis that has won acclaim from media and customers alike. Mustang features a revised MacPherson strut independent front suspension with lightweight "Reverse L" lower control arms, and a solid-axle, three-link rear suspension with coil springs and a Panhard rod.
The Reverse L configuration improves lateral motion control and steering response via a firm bushing located where the shorter leg connects to the chassis. At the same time, a softer bushing on the longer leg better dampens road shocks and longitudinal movement. The revised three-link setup with coils helps maintain constant toe-in and camber relative to the road surface, while the Panhard rod controls side-to-side axle movement in relation to the chassis for improved tracking.
Prior to his current assignment as director, Advanced Product Creation and SVT, Hau Thai-Tang served as the chief engineer for the 2005 Mustang.
"During development of the new Mustang, plenty of time was spent at the track ensuring the platform met our requirements for the Mustang, and was capable of handling future performance derivatives," says Thai-Tang. "Media and customer reactions have been extremely positive in terms of chassis dynamics."
The base architecture was further validated by the race-prepared Ford Racing Mustang FR500C, built ground up from the base Mustang body structure and suspension geometry to run in the Grand-Am Cup series. Out of the box, an FR500C competed in and won its first ever race in the season-opener at Daytona International Speedway in February 2005.
Shelby Cobra GT500's architecture is shared with the track-tested, race-proven FR500C, which won its debut Grand Am Cup race in Daytona.
"In terms of performance, the solid-rear-axle setup in the Shelby Cobra GT500 has been proven in race competition this year with a Ford Racing Mustang FR500C taking the checkered flag at Daytona," says Thai-Tang. "First race, first win; not bad against the best from Germany and Japan."
To create the GT500, SVT engineers are using real-world experience gained during more than 12 years of building great-handling Mustang Cobras to deliver the power brand's signature chassis tuning for a balanced, performance-tuned ride that still maintains the compliancy required for everyday driving. This includes SVT engineers recalibrating the shock valves and spring rates for increased wheel control and road feedback. A new shock tower brace and structural "K-member" will deliver even crisper steering response. Finally, a larger rear stabilizer bar will reduce body lean, adding to sophisticated handling precision and performance.
To put a stop on all of this power and handling ability, SVT has employed some of the biggest brakes in the business. The GT500 features
14-inch cross-drilled Brembo brake rotors up front clamped by four-piston aluminum calipers. The rear features 13-inch discs with two-piston calipers. Unique 19- x 9.5-inch aluminum split-five-spoke wheels are wrapped in 255/45ZR-19 high-performance rubber to help secure the GT500 to the road.
Nineteen-inch wheels, 255/45ZR19 tires and huge cross-drilled Brembo brakes promise to put a stop to the GT500's fun.
Suspension designed to meet demands of SVT's customers
SVT has remained a viable specialty performance group within Ford for more than decade because it has a unique connection with its customers.
"SVT communicates with its customers on a personal level rather than using national advertising campaigns," says George Ayres, SVT sales and marketing manager. "We think this approach gives us a unique advantage in understanding our customers' needs to help keep improving SVT products and business."
This constant interaction helps SVT product planners know and understand the Mustang buyer and, consequently, how to deliver just the right blend of performance and value.
Customer input on the way they use their vehicles drove the engineering and hardware decisions on the Shelby GT500, including the solid-rear axle. Long the preference of drag-racers because of dependability and the ease of ring-and-pinion gearset changes, the solid-rear axle became a viable choice when Ford suspension engineers were able to perfect the design for optimized handling as well.
As a result, the GT500 is designed to meet the expectations of SVT's most demanding customers, whether they measure performance in quarter miles or in lap times.
Modern SVT-engineered Mustang with Shelby inspired performance and looks
SVT engineers are working with Carroll Shelby to develop a balanced performance car that delivers what enthusiasts want: outstanding acceleration in tandem with excellent driving dynamics. Wrapped in sleek Mustang sheet metal, the Shelby-inspired design cues - from the trademark LeMans stripes to the aluminum hood with functional air extractors - are only upstaged by the bark of the dual exhausts, clearly inspired by the Shelby GT500 legacy.
When Carroll Shelby painted two white stripes the entire length of a Mustang in 1964, he not only introduced a dramatic styling cue, he opened a new era of performance cars to the world. Today, Shelby again stripes a new Mustang in collaboration with the Ford Special Vehicle Team (SVT), creating the 450-plus-horsepower Ford Shelby Cobra GT500.
"We had a great relationship years ago, and here we are working on projects together again," says Carroll Shelby. "I can't tell you how proud I am. We came up with another winner in my estimation."
The return of Shelby's stripes on a Mustang is one of a number of cues that play on more than a century of performance history between SVT, Shelby and the Mustang. The GT500 is based on the hot-selling 2005 Mustang that's won international acclaim for its magical blend of classic 1960's Mustang design elements - like the fastback shape, long hood and short rear deck - with a modern stance and proportions.
SVT, with Shelby's guiding influence, is employing its leading factory-tuning expertise to bring power and performance to the GT500, and will bring it to the streets with a production model that will go on sale in 2006.
"When you take a car with the power and personality of the legendary Shelby Mustangs and infuse it with the modern engineering expertise of SVT - and back it all up with racetrack-proven performance - then you understand the appeal of the GT500," says Hau Thai-Tang, director, Advanced Product Creation and SVT. "No other company has a Mustang, and nobody has the performance credentials of Carroll Shelby - SVT brings them together to offer a performance car that nobody else can match in terms of speed and emotion."
Shelby and SVT offer appeal across generations of Mustang enthusiasts
Unlike some cars that appeal only to a small group of enthusiasts, the Shelby Cobra GT500 combines the reputation of Carroll Shelby and Ford SVT to appeal to enthusiasts across generations.
Carroll Shelby first put his name on a Mustang back in 1964 when he was asked to inject some high performance into the brand-new pony car. The result was the GT350R, a lightweight, handling-focused race car that earned the Mustang its first performance credentials. Subsequent Shelby Mustangs included a street version of the race car, the GT350, and what was known as the "rent-a-racer" Mustang, the GT350H, a joint project with the Hertz rental car corporation.
The new Shelby GT500 is inspired by some of the most memorable Mustangs of all time, classic Shelby Mustangs produced between 1964-1970.
The combination of classic styling and modern engineering makes the Shelby Cobra GT500 appeal to all generations of enthusiasts.
The ultimate Shelby Mustang of the era was the GT500KR, or "King of the Road." Powered by a big-block 428-cubic-inch "Cobra Jet" V-8, the GT500KR was one of the most powerful, and memorable, muscle cars of that period. Shelby Mustang production ceased in 1970 with a total volume of 14,559 units.
For those that grew up during the '60s, even the original price for a
1967 Shelby GT500 of $4,195.00 was quite a stretch. Those lucky enough to have experienced time behind the wheel of an original, or may have been able to add one to their personal collections, are holding a piece of automotive history. But for those who only have been able to lust after the Shelby Mustang legend, they may now have another chance to make their dream come true.
SVT brought performance back to Mustang in 1993. After 12 years, nearly
80,000 high-performance Mustangs and total production of nearly 145,000 vehicles, SVT has established a reputation for delivering some of the most desirable high-performance Mustangs since the 1960s.
Those who grew up with posters of SVT Mustang Cobras and SVT F-150 Lightnings on their walls know that the SVT logo represents serious performance. SVT owners consistently report back in owner surveys that one of the top reasons behind their purchase decision is "SVT reputation." SVT has built a performance credibility steeped in consistent execution of performance capabilities in its products.
GT500 marries style of Shelby, engineering of SVT
It's easy enough to add racing stripes to a car but, to faithfully uphold the legendary Shelby look of the GT500, SVT chose to completely finesse the already aggressive lines of the 2005 Mustang from nose to tail. In the power brand's tradition, these design changes emphasize functional improvements to the car's performance capabilities.
"The classic Shelbys looked great but, at the end of the day, they earned their stripes because they could perform," says Doug Gaffka, SVT chief designer. "The Shelby look works perfectly with SVT and Mustang because all three have performance at their core."
In addition to the famed overbody and lower bodyside stripes, unique bodywork reminiscent of classic Shelby Mustangs and special Shelby badging help bring the legacy to life on the GT500. A reworked front fascia with functional air splitter provides improved airflow and aerodynamics. Stylized headlamp insets offer a more aggressive look, and new symmetrical upper and lower grilles provide larger air openings for increased airflow into the engine bay.
Underhood, the GT500 features the most powerful engine ever fit in a Mustang by the factory. The 5.4-liter, supercharged V-8 developed by SVT delivers more than 450 horsepower, and 450 foot-pounds of torque. SVT engineers also developed the chassis, building on 12 years of experience tuning high-performance SVT Mustang Cobras. The result is a marriage of classic muscle-car styling and modern engineering.
GT500 is the most powerful Mustang ever to come from the factory.
Shelby Cobra GT500 a product of Mustang and SVT enthusiast lifestyles
For 40 years, Mustangs have held the title of America's favorite performance car. More than eight million have been sold since its introduction in 1964. Along the way, the Mustang has become a lifestyle in and of itself, inspiring Mustang car clubs across the world.
Likewise, the SVT Owner's Association (SVTOA) has helped Ford SVT transcend a simple logo to become an integral part of enthusiasts' lives. With more than 25,000 members in nearly 50 chapters across North America, SVTOA holds the standard car-club fare of local dealer-supported car shows and cruises. But, SVTOA provides another very important ownership function: honest to goodness track time.
With the view that the best way to enjoy a high-performance vehicle is to learn to drive it in high-performance situations, a series of SVTOA "On-Track" events helps to introduce interested SVT owners to the joys of amateur road racing.
SVTOA "On-Track" events allow customers to celebrate the performance lifestyle.
Held on private race tracks across North America, SVTOA "On-Track" events help drivers exercise their car or truck in ways that wouldn't be possible on public roads. Some of the events even become vacation destinations for the entire family. This kind of club experience goes beyond the typical weekend show or once-a-month get-together. More than just the celebration of a car, being a member of SVTOA and driving at the limit on a road-racing course is the celebration of the car enthusiast lifestyle. Like SVT products themselves, it all centers on a passion for driving.
Although it's true that club membership and track racing doesn't appeal to all owners, one thing that is universal is a love of Ford performance vehicles. The Shelby Cobra GT500 will fit nicely in this family of loyal Ford performance enthusiasts.
Hey Dan, isn't this the same Eaton Roots blower as you've got on your car?
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The reason I ask is because the Motor Trend story speaks of a "twin screw" blower, and to me that means a Whipple, not a Roots style as used in the '03-04 Cobra, the GT, and the Lightning. I just wonder which one they'll be using, because they're totally different animals.
Here's Ford's problem with a high dollar King of the Road Mustang:
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This photo shows a $19,000 V6, a $25,000 GT, and a $??,??? GT500, and they all look the same.
Here's Ol' Shel himself, sitting in the last GT500 in the universe that doesn't have his signature on the glovebox door:
The blower on the GT500 is internally a Lysholm twin screw design made by Whipple. Eaton (Magnuson Products) packages it, I believe, for Ford. So that case looks like an Eaton but inside it's a Whipple :). The Ford GT uses this same blower. In fact, other than some details (iron block versus aluminum and probably some other differences), the GT500 motor is essentially the same motor found in the Ford GT.
And, shortly, I'll have this same blower on my car. Yay! :)
As for the pricing, I'm being told by everyone that the GT500, given that it's actually an SVT product and not a "special edition", will be under $40k. They are planning on 7500 of them which about right for an SVT Mustang run, so maybe that number's good.
I just cannot wait to see these running in the Grand Am Cup Stock Car series :).
$40,000 for a 450 hp 2 + 2 with the new Stangs' good looks. This is very bad news . . . for my wife. :) I just hope it doesn't get "eBay-ed" like the GT has. Even as we speak there are six of these "$125,000" supercars on eBay, with current bids ranging from $143,000 for one with 6 days left, to $225,000 for one with 2 days left, and a "Buy It Now" of $241,000. Applying the same math ($241K/$125K = 191%) to a $40,000 car takes us to $77,000!!!
Of course that's what is going to happen. Wether it's a dealer or a person who had an inside track to get one flipping it for profit. It will likely take several months before one can be touched for under $60K.
I'm still shopping around and I missed the last group purchase on one of the forums. It looks like no one is discounting these yet either so I'll be paying close to retail which is $3195 for the painted version, $3895 for the polished.
My debate right now is polished versus non. I have seen some nice powdercoated S/C's in these cars and I might go that route which would be the least expensive.
The other debate I'm waging is that I've got buddies who are working on their own turbo kit for this car. I just rode in a twin turbo'd 2V that knocked my socks off. My DOHC will respond better to that kind of boost but even with the "consideration" I'll be getting the kit would be at least $1.5k more than the blower because of all the parts.
I just dunno :P.
Dan
2003 Cobra convertible With some stuff and things
[snip]
Whatta ya suppose that big red pulley button is on the dash?????? Dang, he looks happy.
he sucks too.
Kate
| > The press for release for the Adrenaline at the NYIAS states it will | go | > on sale at the same time as the GT500: | >
| >
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| >
| > Furthermore, Motor Trend for May has a full spread on the car with | > pictures. I quote from the article: | | Hey Dan, isn't this the same Eaton Roots blower as you've got on your | car?
formatting link
| | The reason I ask is because the Motor Trend story speaks of a "twin | screw" blower, and to me that means a Whipple, not a Roots style as | used in the '03-04 Cobra, the GT, and the Lightning. I just wonder | which one they'll be using, because they're totally different animals. | | Here's Ford's problem with a high dollar King of the Road Mustang: |
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| | This photo shows a $19,000 V6, a $25,000 GT, and a $??,??? GT500, and | they all look the same. | | Here's Ol' Shel himself, sitting in the last GT500 in the universe that | doesn't have his signature on the glovebox door: |
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