One of Ford’s better ideas, for sure!  Not only is this a 500HP, supercharged, six speed-shifted Shelby collaboration it’s a droptop-does it get much better than that?  It does, with a mere 3300 adult driven miles, its original paperwork and the super rare Grabber Orange finish!

Ford bolted together 10,844 Shelby GT500’s in 2007, both coupe and convertible.  Out of that total, 81 were Grabber Orange convertibles with white stripes.  Get out your calculators, kids--that’s about 0.74% of production!  Both options, the Premier trim package and Sirius satellite radio, are on this car, pegging the sticker price at $48,590.  The car was sold new a couple hours south of here in Columbus, OH, and has never seen snow and only a couple times has it gotten wet.  The original front and rear Goodyear F1 tires are at the same tread depth, which is an easy way to see that this car wasn’t mistreated.  The car’s stone stock from the air filter to the mufflers, and it’s perfect.  If you wanted a Grabber Orange car and missed out this is the one you want.

In case the engine specs escaped you the first 50 times you read about the GT500, here are a few of the most critical. The 5.4-liter block is made of cast iron, topped with aluminum dual-cam, four-valve heads from the Ford GT and filled with a forged crank, rods and pistons. A roots-type supercharger blows through an air-to-water intercooler. Compression is 8.4:1 and boost tops out at about 8.5 psi.

A great engine needs great brakes.  Fourteen-inch front rotors are stopped by four-piston Brembo calipers while in the rear there are standard 11.8-inch Mustang rotors and two-piston calipers.  The rubber meets the road on 18-by-9.5-inch wheels. Staggered tire sizing is used to put down power: Tire sizes are 255/45R18 front and 285/40ZR18 rear.

Engineers didn't change the standard Mustang's 15.7:1 steering ratio on the GT500 but did add a brace to the lower control arm bushings to improve stiffness. There's also a proprietary steering pump and torsion arm to bump up steering feedback.

Other functional details include extractor vents in the hood that ensure proper airflow over the aluminum radiator. Look carefully at the GT500's nose and you'll notice far more void area than on a standard Mustang to allow air access to the new radiator.

 The interior is super trick with GT500-specific seats (with Cobra embossment, natch) unique gauges and higher quality materials than regular Mustangs.  The heavier duty clutch has good feel, the brakes are outstanding and the view out is great…especially with the top down.

 Beyond words and specs this is the ultimate Mustang.  Yes, the originals were charming, and some were quite quick.  These new Shelbys, though, are lightning quick, instantly recognizable, extremely comfortable to drive and fantastic looking.  The sound is tough but not overbearing, the convertible top seals and works flawlessly and the Shaker 500 stereo is loud enough to drown out the world.  The slick shifter, the great grip from the tires and the feel of driving Ford’s ultimate pony car really do need to be experienced to be believed.

One of Ford’s better ideas, for sure!  Not only is this a 500HP, supercharged, six speed-shifted Shelby collaboration it’s a droptop-does it get much better than that?  It does, with a mere 3300 adult driven miles, its original paperwork and the super rare Grabber Orange finish!

Ford bolted together 10,844 Shelby GT500’s in 2007, both coupe and convertible.  Out of that total, 81 were Grabber Orange convertibles with white stripes.  Get out your calculators, kids--that’s about 0.74% of production!  Both options, the Premier trim package and Sirius satellite radio, are on this car, pegging the sticker price at $48,590.  The car was sold new a couple hours south of here in Columbus, OH, and has never seen snow and only a couple times has it gotten wet.  The original front and rear Goodyear F1 tires are at the same tread depth, which is an easy way to see that this car wasn’t mistreated.  The car’s stone stock from the air filter to the mufflers, and it’s perfect.  If you wanted a Grabber Orange car and missed out this is the one you want.

In case the engine specs escaped you the first 50 times you read about the GT500, here are a few of the most critical. The 5.4-liter block is made of cast iron, topped with aluminum dual-cam, four-valve heads from the Ford GT and filled with a forged crank, rods and pistons. A roots-type supercharger blows through an air-to-water intercooler. Compression is 8.4:1 and boost tops out at about 8.5 psi.

A great engine needs great brakes.  Fourteen-inch front rotors are stopped by four-piston Brembo calipers while in the rear there are standard 11.8-inch Mustang rotors and two-piston calipers.  The rubber meets the road on 18-by-9.5-inch wheels. Staggered tire sizing is used to put down power: Tire sizes are 255/45R18 front and 285/40ZR18 rear.

Engineers didn't change the standard Mustang's 15.7:1 steering ratio on the GT500 but did add a brace to the lower control arm bushings to improve stiffness. There's also a proprietary steering pump and torsion arm to bump up steering feedback.

Other functional details include extractor vents in the hood that ensure proper airflow over the aluminum radiator. Look carefully at the GT500's nose and you'll notice far more void area than on a standard Mustang to allow air access to the new radiator.

 The interior is super trick with GT500-specific seats (with Cobra embossment, natch) unique gauges and higher quality materials than regular Mustangs.  The heavier duty clutch has good feel, the brakes are outstanding and the view out is great…especially with the top down.

 Beyond words and specs this is the ultimate Mustang.  Yes, the originals were charming, and some were quite quick.  These new Shelbys, though, are lightning quick, instantly recognizable, extremely comfortable to drive and fantastic looking.  The sound is tough but not overbearing, the convertible top seals and works flawlessly and the Shaker 500 stereo is loud enough to drown out the world.  The slick shifter, the great grip from the tires and the feel of driving Ford’s ultimate pony car really do need to be experienced to be believed.