Audi A7 Coupe

Audi's answer to Mercedes' CLS four-door coupe has hit the road in mule form. At first glance it is clear to see this Audi A7 mule is wearing a slightly modified front end of an A6 combined with an A8 body. Closer inspection reveals the Frankenstein nature of this mule with a shortened trunk and a rear bumper which is hiding a new exhaust system.

Back in March during the Geneva Motor Show, Audi officials stated their intent to double the model lineup by 2015 and confirmed a few of the early ones such as the Q5 and A7 as well as another smaller SUV yet to be named.

Hoping to target customers looking for a vehicle with a sleek coupe appearance yet four-door function, the Audi A7 will naturally be positioned between the A6 and A8 using Audi's new “one size fits all” MLP (Modular Long Platform) first debuting in the Audi A5 and more recently the new A4. However, the A7 version of the MLP also sets the basis for the next generation A6 as well. Just like the A4/A5, the A6 and A7 will receive a new steering rack, multi-link suspension and rear-biased quattro all-wheel-drive in an effort to combat the notorious understeer characteristics of the previous generations. Audi knows its' cars need to perform better dynamically in order to compete with BMW and Mercedes.

The A7 is expected to debut as a design concept in early 2008 and market debut at Frankfurt 2009. Much like the A8, the A7 will get the entry level V6 and V8 petrol and diesel engines and then non-aspirated 309 kW (420 hp) Lambo V10 in the S7 and 426 kW (580 bhp) bi-turbo V10 from the RS6 in the RS7.

Vauxhall Corsa VXR Styling Kit (UK)

Genetically modify your Corsa

Vauxhall’s highly acclaimed new Corsa hatchback looks great from any angle, but now thousands of customers who rushed out to buy one soon after launch can add extra flair and excitement inspired by the manufacturer’s VXR racing team.

The aftersales experts at Vauxhall have come up with a VXR styling kit that provides more than a flavour of the factory model, but will not break the bank. It’s available from Vauxhall retailers throughout the country now.

Made to fit both three and five door versions of the latest generation Corsa, the kit consists of a front lower spoiler, rear roof spoiler, side sills and rear lower skirt to recreate the dramatic styling cues of Vauxhall’s race-inspired range of high performance cars.

The full VXR styling kit can be supplied and fitted to match body colour for £1249. If your funds will not run to that, the rear roof spoiler can be supplied and fitted on its own for £269.

No car customising is complete without a set of stylish alloy wheels. A whole new range of Irmscher alloys specially designed for the new Corsa are available from Vauxhall retailers, with prices starting at £391 for a set of four 14 inch wheels.

Vauxhall Tigra Exclusiv Red Edition (UK)

• New Tigra Exclusiv Red edition from just £15,515
• Extras worth up to £1,350 for no additional cost
• Bold and striking red leather interior and unique alloy wheel finish

With spring just around the corner, every driver dreams of catching some rays in a stylish and dynamic drop top. Now there is a way to get the most Exclusiv roadster on the street at a surprisingly affordable price.

The new Tigra Exclusiv Red edition is based on the Sport model, but features an extra £1,350 worth of goodies for no additional cost.

Perhaps Tigra Exclusiv Red’s most distinct feature is the bold interior. The two seats and door trim inserts are trimmed in scarlet leather, and the red treatment is even mirrored in the gear lever surround. This is complemented with the usual classy fixtures you would expect from Tigra such as a leather covered steering wheel, alloy effect centre console and gear knob insert.

It’s not just the interior which gets the Exclusiv look. This special Tigra is available in three metallic or pearlescent colours, Metro Blue, Star Silver and Black Sapphire, each with the distinctive silver-finish targa roof bar. The Tigra Exclusiv Red also sits on uniquely-finished 17-inch alloy wheels.

As with all Tigras, it’s not just the sunny weather which makes the Exclusiv Red shine. The hard top roof raises up in just 20 seconds to make the car as snug and secure as a coupe, and the leather seats are heated to make open top driving even more comfortable during cooler months. If the sun gets too hot, then air conditioning is standard to make sure you can keep looking – and feeling – cool.

A choice of two petrol engines are available, a nippy 1.4-litre and a punchy 1.8-litre. Both are available now from Vauxhall retailers, with prices starting at £15,515.

Limited Edition Led Zeppelin Jeep Patriot for UK

Co-branded joint ventures between pop-icons and car makers are nothing new. In recent years, we've seen the pairing of Mercedes with the Rolling Stones, Slash of Guns N Roses fame with VW and Honda with Black Eye Peas and Fall Out Boy.
In what is being touted as the Holy Grail of rock reunions, Legendary rock band, Led Zeppelin, have agreed to do a one-time performance in London's O2 Arena on November 26^th. Speculated as the biggest demand for one show in history, the marketing and sponsorship frenzy is not surprising, especially, when legendary guitarist, Jimmy page, and lead singer, Robert Plant, have admitted that money was a major factor influencing the decision to perform a reunion show in earlier years.
Enter the Limited Edition Led Zeppelin Jeep Patriot. With only seven examples to be produced, the Patriots are available this week only. In other words, since the 20,000 tickets are obviously sold out, the only possible way to still see the show, is to buy this car for a massively marked up £34,860 which includes two VIP tickets, champagne reception and access to the after-show party. How badly, do you want to go to this show?
Somehow, I don't think they'll have any trouble selling them. However, just in case you're interested in the car, the Patriot model is a 2.0 CRD Sport edition, with Air Conditioning, Cruise Control, Two-Tone leather, privacy glass, 6-speed manual gearbox, Remote Central Locking, 4x Electric windows and a premium sound system in addition to a specially created graphics on the side of the car.
Not since Berlin 1980 has the entire band performed together just months prior to the unfortunate death of drummer John Bonham. Despite limited number of performances in the 80's and 90's which did not include bassist, John Paul Jones, all three member's will be present plus John Bonham's son, Jason, filling in on drums.

Next-Generation Seat Ibiza Spied

Caught in the cold just last night undergoing early winter-testing, these are the first spy shots of SEAT's next-generation Ibiza hatchback, due to be launched next summer. Following the unveiling of SEAT's Tribu Concept Frankfurt Show star, the new Ibiza will be the first production model to adopt the concept's evolutionary styling and begin the shift towards a new design direction for the brand.
Visible through the relatively thinly-applied disguising is the evolutionary new front end of the Tribu in Ibiza form, its trapezoidial layout of grille, headlights and bumper being evident behind the tape. The front lamps are very much the new SEAT's 'eyes', styled straight from the Tribu, while in true marketing speak, the start of its sideline remains its 'eyebrows' all the way to production. The dynamism extends to the rear, but first via a window line side panel crease which rises steeply at the rear door.
The Tribu concept car's rear lamps and hatch arrangement are ditched in favour of conventional, but stylish belt-line lights and hatch door. The new Ibiza gets the characteristic side-flank like its range siblings the Altea, Leon and Toledo, although it appears a less prominent re-interpretation of the design feature.
Seen here in five-door guise, the next Ibiza, like its predecessor, will also come in a three-door version - yet to be spotted testing. FR and Cupra versions will be available, powered by petrol units offering 150 hp and 180 hp respectively, with diesel units being on offer with 130 hp for the FR and 160 hp for the Cupra. Standard model engines are likely to include options ranging from 70 to 110 hp, with diesel units of 70, 80 or 100 hp being available.

Opel GTC Concept

Spectacular Reveal of Striking Opel GTC Concept
Geneva. On the eve of the 77th Geneva Motor Show, Opel illuminated the night. Supported by a dramatic light show, the Opel GTC Concept (Gran Turismo Coupé) made its spectacular debut at the "GM Premiere Night."
Heralding a new design era for the brand, the GTC Concept gives an insight into how Opel's design language will look in the future. Adding to progressive shapes and surfaces, the four-seat coupé features unique LED lighting concepts in the front and rear, providing a new signature lighting style for the brand.

The reveal's exciting light show highlighted the GTC Concept´s signature illumination theme by utilizing state-of-the-art LED technology for the huge stage wall. The car then strutted down a long runway to its final resting spot on a turntable in the center of the room.
Visual effects of the evening were also part of the futuristic iBar concept: Items like mobile phones or drink glasses rested on the bar tops were connected by animation of the concept car and the Opel emblem. In addition, a common denominator of the show was the color red, reflecting the interior lighting theme of the concept car and the red line in its seats, steering wheel and tires.

Two live performances of the U.S. band "Pink Martini" and a fashion show of the hip Spanish label "Mango" rounded off the spectacular presentation of the GTC Concept.
"This evening's presentation perfectly highlighted the GTC Concept as the new interpretation of the Opel brand," explained Alain Visser, Executive Director, European Opel Marketing. "The concept car´s exciting lines, high driving dynamics and interior flexibility reflect what the Opel brand trademark characteristics will be in the future." "With the GTC Concept our team envisioned the new essence of Opel - more confident, relevant and distinctive - in a high-performance four-seat coupé," said Bryan Nesbitt, Executive Director, GM Europe Design. "This style is what to expect of future Opel products."
Key elements of the GTC Concept (length/width/height: 4830/1867/1432 millimeters, wheelbase: 2737 mm) begin with an aggressive front end performance face emphasized by large aluminum vertical intakes that intersect the headlamps. These vertical elements are mimicked in the rear exhaust elements. Another significant design cue of the two-door sport-coupé is the sophisticated bodyside shapes and surfacing.

culates a dynamic driving experience and reveals a new standard of Opel aesthetics. Brand-typical on-board flexibility is ensured by the thoughtful "Flex4" system. The backs of both rear seats can be docked separately to the front seats by remote control, creating a spacious three or two-seater with flat load floor.
The Opel GTC Concept is powered by a 220 kW/300 hp, 2.8-liter V6 turbo gasoline engine and features an intelligent, electronically-controlled four-wheel drive system.
Opel GTC Concept Heralds New Design Era for the Brand

• Dynamic and unexpected: New interior and exterior design language
• Striking and elegant: Lighting concepts provide new signature style
• Flexible and innovative: From four to two-seater at touch of a button with “Flex4”
• Intelligent and variable: Four-wheel drive for optimum traction in all driving situations

The world premiere of the GTC Concept (Gran Turismo Coupé) at the 77th Geneva Motor Show gives an insight into how dynamic and refreshing Opel's new design language will look in the future. "This concept car demonstrates the new interpretation of the Opel brand," explains Alain Visser, Executive Director, European Opel Marketing. "The GTC Concept embodies the confident, emotional direction we're taking with Opel. Its exciting lines combined with its high driving dynamics and interior flexibility reflect what the Opel brand trademark characteristics will be in the future." Even a new, more refined brand emblem, with the Opel name proudly embossed into the Blitz ring, is suggested.
"The GTC Concept importantly signals the next chapter in Opel's design identity," says Bryan Nesbitt, Executive Director, GM Europe Design. "Our team strategized to envision the new essence of Opel - more confident, relevant and distinctive - in a high-performance, yet versatile, four-seat coupé. This style is what to expect of future Opel products.
"You have seen a number of recent concept cars become reality at Opel," says Hans Demant, Opel´s Managing Director and GME Vice President Engineering. "Concepts like the GTC Genève and Antara GTC or the Flex-Fix rear carrier system from the TRIXX previewed their production variants.

 This car is a confident ambassador for the brand and could play a similar role for us, previewing the engineering and design cues of our next-generation Opels."
The four-seat coupé is powered by a 220 kW/300 hp, 2.8-liter V6 turbo gasoline engine and features an intelligent, electronically-controlled four-wheel drive system, which provides optimum traction and stability as well as excellent agility in all driving conditions.
Brand-typical on-board flexibility is ensured by the thoughtful "Flex4" system (patent application submitted). The backs of both rear seats can be docked separately to the front seats by remote control, creating a spacious three or two-seater with flat load floor and up to 1020 liters of luggage compartment capacity. As is typical of Opel cars, the seats do not have to be removed or installed.
Dynamic design: Visually communicating the Opel brand promise
The GTC Concept reveals the next-generation of Opel styling. Much like the Opel Speedster did in 1999, or the GTC Genève Concept did in 2003 this car marks a break in the evolution of Opel's design language and signals that the next chapter is about to be written.
Key elements of the silk grey-lacquered Coupé concept car finished with a matte grey paint (length/width/height: 4830/1867/1432 millimeters, wheelbase: 2737 mm) begin with an aggressive front end performance face emphasized by large aluminum vertical intakes that intersect the headlamps. These vertical elements are mimicked in the rear exhaust elements, proposing an unmistakable down-the-road signature performance graphic, coming or going.
The proud front is highlighted by a prominent, trapezoidal grille with signature Opel bar and Blitz, executed in polished aluminum, and gracefully finished with a bolder Opel Blitz emblem concept. The centerline crease coupled with the distinctive aluminum vertical intakes and outboard LED vertical driving lamps choreograph in harmony to visually communicate power and strength. The distinctive design continues with LED technology, enabling creative headlamp inner shapes that propose a night time signature illumination graphic in the front and rear lamps.
Another significant design cue of the two-door sport-coupé with its sleek silhouette is the sophisticated bodyside shapes and surfacing. The sheetmetal surfaces suggest athleticism coupled with elegance to provide tasteful distinction in a visually loud marketplace. The car features sculpted side lines that further progress the Opel profile shown on the Antara and Opel GT production vehicles.
In addition, large flares hug the aggressive wheel and tire package, visually suggesting road confidence to the customer. Thanks to the wide track (front/rear: 1627/1629 mm), the Opel GTC Concept provides a commanding stance, planted by 20-inch rims with 245/40 R20 "red line" styled rubber. The wheels reference the motor sport aesthetic of black rims - however, elegantly finished with high- gloss black spokes contrasted with machine polished edges, alluding a signature performance wheel look.
The GTC Concept's rear visual solutions strategically echo the design language of the nose with an integrated rear bar and blitz emblem resting on the distinctive Opel rear center crease. Sophisticated surface development sculpturally integrates the rear spoiler into the sheetmetal to visually communicate performance. The rear appearance features Opel signature shaped rear lamps, uniquely displaying a LED night lighting graphic showcasing the exterior brand identity. The smart exterior shape and aerodynamic characteristics are rewarded by the cD value of 0.25.
Interior design: Warmer and more inviting
Opel's interior designs have progressed to become warmer and more inviting in products like the new Corsa, Antara and Opel GT. However, the Opel GTC Concept significantly represents the next chapter of Opel's interior brand identity. Echoing the exterior, the interior shapes and surfaces are sculpturally-crafted to visually articulate a dynamic driving experience. The dashboard's top-pad wraps around from the instrument panel to the door, embracing the occupants. The sweeping décor dynamically stretches one's eye from the surfaces of the door and instrument panel, creating a memorable environment. The horizontal theme is secured with a large integrated centerstack design floating above the décor surface, an appearance reminiscent of premium audio equipment.
Complementing the exterior material theme, matte ebony surfaces are contrasted with rich high-gloss piano black décor finishes and structurally elegant aluminum accents, revealing a new standard of Opel aesthetics. The U-shaped aluminum graphic on the steering wheel is reflected again on the center console and the gear shifter, visually connecting the driving interfaces to emphasize Opel's driving dynamics. The rotating navigation control is ergonomically positioned, allowing it to easily be located and controlled by the driver, without having to remove his/her eyes from the road. The four, sporty, round instruments encircled by translucent rings are backlit in dynamic red, replacing Opel's traditional amber tones. These interior appearance solutions intentionally reinforce the dynamic ownership experience Opel provides.
As a final identity concept, the refined "redline" graphic of the tire pattern is vertically woven into the contoured sport seat surfaces and the centerline of the steering wheel, proposing that a visual performance identity can be distinctive without compromising taste. Intelligent packaging: Compact exterior with spacious, flexible interior "In the last few years, many cars have gotten bigger without passengers benefiting from it. We have reversed this trend with the Opel GTC Concept. In comparatively compact exterior dimensions, we optimized the decisive feel-good dimensions in the interior," says Frank Leopold, Manager GME Innovation, Show Cars and Advanced Packaging. "In this way, the car fits like a glove."
With the lower seating position and vertical hip point ? known as the H-point? , both front occupants sit perfectly integrated in the car. Thanks to the lower-set instrument panel, outward visibility remains excellent. This also provides a generous sense of space, an effect strengthened by its color: the instrument panel's upper section is dark, while the lower section is light.
The intelligent packaging is further highlighted by plenty of space in the rear of the Opel Concept car, despite its flat roof line: rear headroom is 920 millimeters. The rear seats are set low, but the four-seat, two-door car still offers Opel's brand-typical flexibility thanks to a novelty developed by Opel engineers: the "Flex4" interior concept (patent application submitted). "Flex4" enables the backs of both the rear seats in the Coupé concept car to be moved forward separately at the touch of a button via sensor-control and docked to the front seats. The luggage compartment cover is thereby automatically pulled over the remaining seat surfaces in the floor. This creates a three or two-seater with a flat load floor up to 1.80 meters long. Luggage compartment capacity increases from 500 liters to 755 liters (three-seater) or up to 1020 liters (maximum capacity: up to waistline).

Powerful engine and intelligent four-wheel drive system
The Opel GTC concept car is powered by a turbocharged, 220 kW/300 hp, 2.8-liter V6 gasoline engine with two variable camshafts, which is combined with a six-speed manual transmission. Maximum torque of 400 Nm is available from 1850 up to 4500 rpm, and accelerating from zero to 100 km/h is calculated to take around six seconds. Top speed is limited to 250 km/h. The power from the high-tech turbo engine is channeled via an advanced, electronically-controlled four-wheel drive system, which is fully integrated into the car's adaptive IDSPlus chassis management system. An electronically-regulated torque transfer device seamlessly distributes power between the front and rear axles for optimum traction and driving performance. The high-speed control allows more power to be provided to the rear axle before any traction loss can occur, for example during quick acceleration. This creates a driving feel similar to a sporty rear-wheel drive car. An electronically-controlled limited slip differential at the rear axle provides additional stability and traction thanks to torque distribution between the rear wheels.
Major benefits of the Opel GTC Concept's intelligent four-wheel drive system are: optimum traction and stability in all driving conditions as well as excellent agility and an active driving feel.

Spyker C12 Zagato Unveiled at Geneva Motor Show

Victor Muller, CEO of Spyker Cars, and Andrea Zagato, CEO of Zagato, today unveiled the Spyker C12 Zagato at the 77th Geneva International Motor Show. Norihiko Harada, Zagato’s Automotive Chief Designer, and Muller co-operated closely to design this limited edition of 24 sports cars to be delivered from March 2008 onwards. The world première of this ultra-exclusive version of the C12 range celebrates Spyker’s entry into the world of Formula One and marks the first integration of design elements and styling cues from the Spyker F8-VII Formula One car into the Spyker road car range. This point was underlined by the unveiling of the car being performed by Spyker’s Formula One race driver, Adrian Sutil.

Partnership Spyker and Zagato

Victor Muller comments:

At the age of 18 I acquired my first Zagato bodied car: a Lancia Flavia Zagato raly car in dire need of restoration. Ever since that date, some 30 years ago, I have been in love with the unique and distinctive designs penned by this noble design house. Many Zagato bodied cars have folowed the Lancia Flavia and I am proud to stil have a number of Zagatos in my colection.

The co-operation and partnership between Spyker and Zagato is entirely logical if one looks at the rich heritage both companies share in the fields of aviation and racing. A better fit of aesthetics, skil and passion would be hard to find.

Two brothers, Jacobus and Hendrik-Jan Spijker, coach builders in Amsterdam, built their first Benz­engined motor car in 1898 and won immediate acclaim for the supreme craftsmanship of their bodywork. In the period prior to World War I, a worldwide slump in the luxury car market meant that Spyker had to diversify its production, and so it merged with the Dutch Aircraft Factory N.V. This combined company evolved its business model and started developing and building aircraft. After the war Spyker was able to return to its roots and resumed car production in 1919. True to its motto ‘Nulla tenaci invia est via’ (‘For the tenacious no road is impassable’), Spyker continued building record­breaking cars which now featured extensive aircraft influences, including sophisticated aerodynamics absorbed from the aircraft building years.

Similarly, Zagato was established at the end of World War I by Ugo Zagato, putting aircraft industry construction techniques to use in the expanding market for passenger vehicles. Just like the Spyker cars, Zagato’s cars were advanced in design and became synonymous with light weight and excellent aerodynamics.

Spyker C12 Zagato: the rationale

Victor Muller continues: “Andrea and myself have known each other for many years and met at events such as Pebble Beach Concours d’Elegance and Vila d’Este Concorso d’Eleganza on numerous occasions. Last April, at Vila d’Este, we sat down and discussed the increasing market demand for truly one-off and limited edition super sport cars. In a certain sense the modern market is not unlike the 1930 ’s, where wealthy customers would order exotic bespoke designs from high-end coach builders on Rols-Royce, Bentley, Delage, Delahaye and Isotta-Fraschini chassis, just to mention a few.”

Zagato established its name by designing exquisite cars for Lancia, Alfa Romeo and Ferrari in particular, but it is probably the Aston Martin DB4 Zagato that best represents the artistic expertise of what they do. Andrea and I agreed to meet each other in Arese and to define what a Spyker Zagato would have to embody. In view of market demand, it was decided to use Spyker ’s flagship chassis, the C 12, as a basis - its space-frame being exceptionaly suitable for crafting a bespoke body onto.“

After the initial design meeting in July 2006, it became apparent that Spyker would succeed in acquiring the Midland Formula 1 team and design activities were suspended until early October when that transaction had been consummated. “With the F1 team part of the Spyker Group it was decided that the C12 Zagato should embody as many of the Formula 1 design cues as practicaly possible so as to set a new design vision for future Spyker road car models.”

In the months following, Spyker and Zagato finalized the design and the manufacturing of the C12 Zagato was entrusted to Spyker’s long time fabrication partner, Coventry Prototype Panels in Coventry, UK. Under the guidance of Brendan O’Toole, CPP’s Managing Director, and Étienne Beijersbergen van Henegouwen, Spyker’s Project Manager, the vehicle was built by a dedicated Spyker and CPP crew from aluminium in an amazing 4 weeks.

Spyker C12 Zagato: the vehicle

The Spyker C12 Zagato is an all aluminium rear wheel drive sports car, based on the Spyker C12 Spyder. The C12 is powered by the 6.0 liter, 12 cylinder, 500 bph W12 engine from Volkswagen AG and accelerates from 0-100 km (0-60 mph) in 3.8 seconds. The Spyker C12 Zagato is equipped with a six-speed manual or automatic gear box with F1 style shifting, Chronoswiss instruments and a Zagato designed full leather interior with brushed aluminium instrument panel. The C12 Zagato has an aluminium body with stainless steel roof rails and has many F1 derived design details such as an F1 nose, air scoop, chimneys, mirrors, rain light, fuel flap and diffuser. It has a panoramic roof that features the Double Bubble, a typical Zagato style element. The Spyker C12 Zagato has a length of 4.5 m, a width of 2.02 m excluding mirrors, a height of 1.25 m and weighs 1480 kg. The fuel tank capacity is 70 litres (15.4 gallons). Top speed is 310 km/h (193 mph).

“The Spyker and Zagato Atelier brands perfectly align because of their common aeronautical origins and because of the shared passion of Victor Muler and myself for sports cars” states Andrea Zagato. “Nevertheless Victor, before starting this extraordinary adventure with Spyker, was a Zagato colector owning cars like the Flaminia SS and TZ. Together with our neo-classical approach, this Spyker C 12 Zagato shows the capabilities of Zagato Atelier for innovative and non conventional solutions.”

Norihiko Harada, designer of the new Spyker C12 Zagato, adds: “Al Spyker cars have their own very unique style: the aeronautical retrospective style co-exists with craftsmanship and elegance. The new Zagato body becomes even more unique, aggressive and sensual at the same time. It features a new double bubble panoramic roof , F1 influenced nose and air intakes, chimney and a “coda tronca”, the typical Zagato cut off tail end.

Maintaining Spyker ’s styling philosophy, Zagato design put al these elements together and created an extremely stimulating example of contemporary exotic high performance sports car by using typical modern Zagato lines which started from the Raptor Zagato in 1996.”

The Spyker C12 Zagato will retail for EUR 495,000 (excluding any taxes, ex factory).

Spyker F8-VII: 2007 livery reveal

Besides the C12 Zagato, Spyker also presented on their Geneva International Motor Show stand the Spyker F8-VII Formula One car. The F8-VII made its first public appearance in front of a huge crowd of media and sponsor guests on February 5, 2007 at the Silverstone race circuit in the UK in a bright orange launch colour. The car displayed at Geneva carried the new revised livery for the 2007 season and revealed how the two F1 cars will look when they line up on the Melbourne grid for the first race of the season on March 18th.

Managing director and team principal Colin Kolles predicts a ‘transition year’ for the team, with a focus in the early part of the year on improved reliability and performance, before a big step forward with a revised B-spec car for the second part of the year.

The team has been preparing for the season with an exclusive two-day shakedown at Silverstone and extensive testing in both Valencia and Barcelona. On March 1, 2007, it concluded its final day of testing at the Circuit de Catalunya, Spain. Mike Gascoyne, chief technical officer, commented: “We’ve

now finished our pre-season testing programme – an excelent effort from al back at the factory and at the track. Although we know we are lacking some pace, I think we can be very proud of the improvements we’ve made. We now go to Melbourne in good shape aiming for a strong and consistent performance, so wel done to al, including both our race drivers, for al their hard work over the testing period.”

Michiel Mol, Director of Formula One Racing explains: “We know that we’re not going to see overnight results here. It ’s not going to be a short turn around and we have to be realistic about what we can achieve. You cannot change a team in a year, you cannot expect to have podiums in our first season. We have to manage those expectations; we want to aim for points in the latter part of the year. For us, 2007 wil be a transition year as we’re laying the foundations for 2008. We’l see Mike Gascoyne ’s influence start to kick in mid-season so the real results of our involvement won ’t be seen until next year.”

The 17-race season will get underway in Melbourne, Australia, from 16 – 18 March 2007. Spyker will challenge its rivals in this most demanding motor-sport environment with the support of its many partners:

Spyker D12 Peking-to-Paris

Also today Spyker revealed the first pre-production Spyker D12 Peking-to-Paris, the industry’s first Super Sports Utility Vehicle (SSUV), the prototype of which was unveiled last year at the Geneva International Motor Show. After extensive endurance, durability and weather testing in the course of the coming summer, production of the D12 will commence in December 2007 for deliveries beginning in Europe in Spring 2008 at an estimated price point of EUR 235,000.

The SSUV was named after the historic Peking to Paris raid of 1907, the most gruelling automotive challenge of its time, in which a Frenchman, Charles Goddard, entered his almost standard, factory­backed, Spyker 18/22 HP. On 10 June 1907 five cars set out on what was to become an unprecedented challenge to man and machine, to prove that the motor-car had come of age and was capable of carrying men and equipment from the farthest reaches of the world back to Paris. Goddard finished second after crossing terrain where, for the most part, no car had ever dared to go. The D12 SSUV has been named in honour of this historic achievement and to celebrate the pioneering spirit it embodied: the desire to chart uncharted territory.

Exactly 100 years later history is about to repeat itself. From June 10 to August 10, 2007 a Spyker vehicle will once again compete in a Peking to Paris raid. The authentic 1907 Spyker owned and driven by Stijnus Schotte of The Netherlands will set off from eastern China to retrace the tyre tracks of Charles Goddard and arrive in Paris on August 10th having proved once again the quality and driveability of Spyker cars and the passion of their owners. A D12 SSUV will be present at both the start line and the finish in Paris to portray the new breed of Spyker vehicle and to celebrate a new century of daring and dramatic Spyker cars.

Spyker C12 Zagato Specifications

Engine	W12
Capacity	5998 cc
Power	368 kW (500 bhp)
Torque	610 Nm
Maximum revolutions	6500 rpm
Options	Compressor version 650 bhp
Sizes and Weights
KERB weight	1480 kg
Wheelbase	2680 mm
Front track	1574 mm
Rear track	1728 mm
Length	4505 mm
Width (ex mirrors)	2031 mm
Height	1250 mm
Fuel tank capacity	70 litres (	15.4 gallon)
Performance
Top speed	320 km/h (200 mph)
Acceleration	0- 100 km/h in 3.8 seconds
	(0-60 mph in 3.8 seconds)
Expected date of introduction: March 2008

Maserati GS by Zagato Revealed

Inspired by 1954 Maserati A6 G Zagato

One year after the presentation of the Ferrari 575GTZ, Zagato returns to Villa d'Este with a world preview for fans of Italian sports sedans: the Maserati GS Zagato.
In the most classic traditions of exclusive collections that inspired the creativity of car designers in the '50s and '60s, Paolo Boffi, well-known entrepreneur in the furnishing and luxury design sector, has commissioned from Zagato a customised look for his Maserati GS Spyder.
Zagato proposes a line that evoked the historical Maserati A6 G Zagato of 1954: one of the most beautiful Italian sedans ever built, and nowadays at the top of every collector's wish list.
The Maserati GS Zagato, like its celebrated ancestor, has all-aluminium bodywork and bears the Trident on the bonnet and the Z on the wing, expressing eternal Italian excellence in its shape and its content. A winning combination that matches powerful and reliable mechanics, with an elegant and sports style, both rigorously Made in Italy.
For purists of the compact coupé, afficionados of the Milano-based brand, it is a two-volume, two-seater, hatchback with a streamlined profile and a neat tail. The wheelbase is 180mm shorter, a spin-off from the Spyder, provides excellent handling and stability on curves, with extraordinary torsional rigidity.
In homage to the tradition of the gentlemen drivers who asked Zagato to transform the bodywork of their cars, modern collectors choose mechanics at the top level of technical evolution and 'dress' them in tailor-made garments that increase in value as time passes.
This is the mission of a modern automobile atelier: to create timeless objects that celebrate prestigious models and brands and which, unlike mass produced vehicles, are destined to last for ever.
Zagato, born in 1919 as an atelier for automobiles and planes, has put its signature on all the most important mechanics of the last century, earning the opportunity to create, every time, an "instant classic".
Zagato's strengths lie in the concept of sports-style elegance, a functional design that does not bow to momentary fashions but seeks out the excitement and pleasure of driving, and in the precious aluminium bodywork, a value recognised everywhere.
The Maserati GS Zagato will be on show at the Concours d'Elegance Villa d'Este, to be held in Cernobbio (Italy) 20 -22 April 2007.

Increased Power for GTM 40TR

Improved exterior design

GTM's new anniversary car - the 40TR (Track and Race) will be boosted with the arrival of a more powerful 300bhp engine and improved exterior design. The niche vehicle manufacturer based in the Midlands is turbo charging the Honda 2 litre Type R powerplant by another 80bhp following public feedback.

Lloyd Taylor, General Manager of GTM Cars Ltd. said: "Potential and existing GTM customers made us aware of the requirements for a more powerful version of the 40TR so we have boosted the Honda engine to over 300bhp, making the ultra light racing car even faster but still superb value for money."

The revised powerplant is expected to reach 60mph in approximately 3.5 seconds and go on to a top speed of well over 150mph.

The 2-seater featuring an exposed aluminium super-structure will also gain a revised front nose cone and rear wing. The 40TR has been designed as a joint venture with another Midlands company, Stadco Engineering, and is expected to cost between £14,000 to £16,000.

The Coventry company has designed and is manufacturing the GTM 40TR for the racing track as well as a road legal version both of which will have the potential to run on biofuel. GTM is exploring the potential for a one-make race series linked to the Energy Efficient Motor-Sports initiative.

First drives will be available by mid May 2007.

First Seat Saloon Spy Photos

Based on old Audi A4

Seat has been testing an early mule for their upcoming range-topping sedan under the cover of darkness and a small army of security guards. Our spy photographers still managed to catch this test mule in the Swiss Alps undergoing road-testing only days after catching Seat's brand new Ibiza.

The new Seat model is based on the old, outgoing Audi A4 and even though Audi has no more use for the platform, it is still a very modern, safe and agile foundation to work from. The test mule, with Seat's new front design securely taped up, still mostly resembles the A4, but the wider and lower radiator will be accompanied by more Seat particular styling cues when the project progresses.

From Seat's statement in May 2007: “SEAT will have two versions: a saloon and an estate car....whose market launch is planned for 2009”. Stay tuned for more on the topic when it becomes available.

Renault Megane III Spied

Here are the first shots of the Renault Megane III confirming what we already suspected – the next generation will be based on the Renault Altica concept meaning the hideous hatchback rear styling seen on the current generation will be replaced by a more conventional style.

The new Megane will come in just about every form imaginable with the small family car to be offered in 3 & 5 door hatchback guise as well as sedan, coupe, convertible, station wagon and we may even see crossover body-styles.

Set to do battle with the Peugeot 308, Fiat Bravo and the unreleased VW Golf VI, we should see the model debut during 2008 with the Paris Motor Show being the most likely destination.

New Seat Ibiza to debut at Geneva

New backbone

The Seat Ibiza is the Spanish marque's bread-and-butter vehicle with already almost 120,000 units sold in 2007. But the current Ibiza is getting on in age and Seat is testing its successor already and now word has come that the 2009 model will be premiered at the upcoming Geneva Motor Show in March.

Automotive News reports after a dealer event in Spain that the new Ibiza will come as a three-door and five-door hatchback. The 3-door Ibiza will reach dealerships by the end of next year, while the 5-door follows at an appropriate distance. An anonymous Seat dealer said: “It will look almost like a coupe.” We will have to see about that when we get to Geneva.

Other news from the dealer event includes the confirmation of the new Toledo replacing sedan and stationwagon arriving in 2009.

New Land Rover Coupe SUV

Design released

Land Rover is looking to re-establish its dominance in the SUV sector by bringing a new coupe-like crossover to the market. A design sketch was officially 'leaked' during the IAA press conference and we can expect the concept to make its curtain call at Detroit Motor Show in January. The car has been / will be penned by new Land Rover design chief Gerry McGovern who most notably known for the first generation Freelander and the MGF.

Phil Popham, Managing Director at Land Rover said the following at the press conference: “This is a statement of intent about a new direction that Land Rover wants to go in, about sportiness and low C02." The new crossover will be filling gaps in the product range below and above the Freelander (known as the LR2 in the USA) and offers sportier styling at the expense of practicality. The current Freelander range has a starting price of USD 34,700 and peaks at around USD 45,000 which gives at least some kind of indication what to expect, a very wide range of specifications and trim packages.

Renault Buys Minority Stake in AvtoVAZ

Lada to reap benefits

Speculations aplenty about how Russian President Putin's friendly ties with French President Sarkozy were a deciding factor in the negotiations, in which Fiat and GM led the way until very recently. But today Russia's largest carmaker AvtoVAZ has sold a minority share of 25% to France's Renault.

Today Renault's Carlos Ghosn and AvtoVAZ leaders have signed a Memorandum of Understanding in Togliatti, Russia. In the deal Renault will accelerate the development of AvtoVAZ, and help Lada grow to its former glory while sharing technological expertise and know-how. What Renault receives in return is a little more hazy, besides the significant 25% cut in the company, since it seems unlikely that Renault will be able to use AvtoVAZ plants for Renault and Dacia production.

Lada sales wil contribute to the Renault-Nissan Alliance's Russian market share, and with AvtoVAZ' expertise in Russia Renault and Nissan sales may increase along with Lada's. How long the co-operation lasts remains to be seen, GM has been working with AvtoVAZ for a few years now but relations have become jaundiced after some disputes.

SEAT Tribu Concept

SEAT TRIBU: A GLIMPSE OF THE FUTURE

• A concept car that offers a preview of upcoming models
• Three drive modes: Urban, Sport and Freerun
• A tough, compact and truly sporty image

Frankfurt is the venue for the launch of a concept car which is very important to SEAT, as it represents a turning point in the future of the Spanish brand. Just as the Salsa prototype was the prelude to the SEAT León, the new Tribu demonstrates the design basis for the next models to be launched by SEAT.

Indeed, the new Tribu is the first model to be completely designed by the Spanish brand’s Chief Designer, Luc Donckerwolke and his team, since he joined SEAT after holding the same position at Lamborghini. Straighter and well-defined shapes, combined with sharper lines, increase the surface tension of the components which make up the model’s design, and mark a change from the current design of the SEAT models. The Tribu has a robust yet sporty look allied with great versatility. Comfortable interiors, filled with passenger comfort and technological features. And of course a high-performance diesel engine with excellent environmental compatibility.

That’s what future SEAT models will be like, with this concept car giving us a sneak preview.
Creative force

The Tribu once again demonstrates SEAT’s enormous potential to create and develop new models. Its design reflects the SEAT brand’s genes and its “auto emoción” slogan; this design is innovative, with a strikingly sporty character and great vitality. And even more importantly, this concept car is not just looking to be the star of the motor show: its also previews the design trends for future SEAT models.

This was the case in the past for the SEAT Salsa, a vehicle which received great acclaim when it was unveiled in 2000, and was the prototype for the design and compact architecture of the SEAT León and the Altea family of today.

The Tribu is the latest in a line of SEAT concept cars, and is suitable for both on-road and off-road driving.

Three spirits in just one car

The Tribu manages to reconcile the contrasting worlds of town and country. Indeed, it could be said to be a car which is designed just as much for the town as it is for the country.

Three very different modes are combined in the one body, with the driver able to select the mode of his or her choice at any time. Depending on whether Urban, Sport or Freerun mode is selected, the new SEAT concept car changes its technical parameters (engine management, suspension, transmission and so on) in order to adapt to the circumstances in which it is used.

As the name indicates, Urban drive mode is for driving in urban areas, and prioritises comfort and fuel economy, as well as emissions reduction. Sport mode can be selected for showing off the sheer power of the Tribu’s engine, with the main technical parameters for this mode being performance and driving dynamics. Finally, when heading off-road, Freerun mode adjusts the engine, transmission and suspension, enabling the Tribu’s 4x4 nature to shine through.

And the Tribu does not just adjust its parameters in line with the selected drive mode. It also adapts to information from the vehicle’s instruments, and even in some cases to the interior configuration.

SEAT genes

The most striking feature when you get close to the new Tribu is the complete evolution that the concept car undergoes compared with the SEAT range to date. The innovative hatchback and the impressive 20” wheels make us realise that we are looking at a SEAT of the next generation. Even the untrained eye will easily be able to spot characteristic elements of the brand genes in the prototype’s sideline and the expressive front end.

The dynamic line, which is so characteristic of SEAT models, has evolved and reconfirms its presence on the vehicle, starting from the front section, above the headlights. If we consider the headlights to be the Tribu’s eyes, the start of the sideline is its eyebrows. This strong front line continues above the front wheel arch along the side of the vehicle to the rear.

The new generation of SEAT models will undoubtedly be easy to recognise from any angle.

But this is where the similarities with any other SEAT models end.

A three-door model with compact and sporty looks

The new Tribu displays all the features of a true SUV, and like traditional four-wheel-drive vehicles, there is a clear separation in its outline between the body of the vehicle (the passenger compartment) and the wheels and fenders. In addition, its compact shape gives the Tribu a truly sporty feel. From a raised frontal position, its expressive headlights and front panel, combined with the overhanging wheel arches, give the Tribu the look of a single-seater racing car. And the Tribu’s appearance does not flatter to deceive, as its off-road character, impressive ground clearance and its total four-wheel-drive system, make it an authentic off-roader.

We could even go as far as saying that the colour of the new concept car contributes to its off-roader look. The Tribu’s metallic yellow paintwork makes it blend in with the ochre shades of rural tracks, contributing to the car’s closeness with nature. As a special feature, the less exposed parts, such as the hood, are finished with a layer of shiny paint. Areas that would suffer more from the effects of minor bumps or the impact of stones are covered with matt paintwork.

The side section of the new Tribu contains numerous design features that enhance its sporty feel. In addition to the dynamic line which already characterises the current generation of SEAT models, it is worth highlighting the absence, to the naked eye at least, of a B pillar, which gives continuity along the length of the side section up to the front and rear windows. The compact and sporty shape of the Tribu is also emphasised by its three-door configuration, with the driver and passenger doors being large size, and, as a special feature, not having frames.

Although undeniably sporty, the Tribu does not forget that it is also a 4x4. Off-roader features, such as the roof rack, can be appreciated from the side. The roof rack itself is original, as it is incorporated into the body of the vehicle, which is extended upwards in order to provide space.

The integrated turn signals are a special feature of the door mirrors. These turn signals are located inside aluminium-coloured mouldings, featuring a trapezoidal shape which is the hallmark of this model.

Finally, as regards the side section of the prototype, the Tribu’s door handles are worthy of a mention. When the vehicle is locked, the handles retract into the door. However, when the vehicle is being opened, the handles rotate on an axle, making them accessible.

The trapezoidal geometry of the front headlights, radiator grille and air intakes, as well as the new-look extended hexagonal shape of the grilles, give the Tribu a powerful, ultra-strong appearance. In the same way, the overhanging front and rear wheel arches add to the previously mentioned design features, giving the Tribu a sporty feel.

Viewed from the front, and from behind, the large yet compact bonnet stands out, and the windscreen also extends along the length of the vehicle’s roof. In this way, the windscreen and the panoramic roof blend into one, allowing a maximum amount of light into the passenger compartment, which makes it ideal for enjoying the scenery.

On the rear section of the Tribu, the most striking feature when viewed with the naked eye is the lack of rear lights. The rear lights are in fact located behind the hatchback, and can only be seen when illuminated, when the brake lights, sidelights and indicators are activated. The latest technology is used both on the rear lights and the headlights, which are made up of LED lights, offering the best possible guarantee of seeing and being seen.

Innovative rear hatch

Another truly original design feature is the novel hatchback opening system. The system moves up along two rails and has two phases. In the first phase, the door only partially opens, enabling small items to be put in or taken out. In the second phase, the hatchback continues moving along its rails until it pivots onto the roof of the vehicle, constituting an example of harmonious integration into the body of the concept car.

The rear fog lights, meanwhile, just like the reversing light, are integrated onto the bumper. The two exhaust outlets are also located on the sides of the bumper. Another feature of the Tribu’s sporty spirit is a small aluminium spoiler, matching other parts of the body such as the roof bars, the door handles and the mouldings, where the door mirror indicators are located.

The lower section of the front and rear bumpers is formed by mouldings in black, guaranteeing protection for the body when the new Tribu heads off-road.

This is also the case along the sides of the vehicle, with the lower section in the same material with the same purpose. However, viewed from the side, all eyes will be drawn to the impressive 20” wheels, with 255/50 tyres. Their design features a striking trapezoidal shape which has already been mentioned in connection with the mirrors, and which is also evident in other elements both on the inside and outside of the vehicle, while the impressive brake discs can be seen through the wheels.

With the modernity and spaciousness of a loft

Once the doors of the new Tribu are opened, the first thing that will catch the eye is the interior concept, which is inspired by the colours, design, luminosity and proportions of a loft-type space, where spaciousness and modernity go hand-in-hand. The wide range of technical features which maximise comfort and convenience for the driver and passengers also stands out. And that is without mentioning the vehicle’s excellent passenger and driver space, and the practical solutions that not only invite you to travel, but also to enjoy the journey.

The joint windscreen and panoramic roof bring the outside world into the Tribu. This feature also makes us feel that we are travelling in a vehicle which is much roomier than its actual dimensions would suggest.

With a four-seat interior configuration, we can see that the front seats are authentic bucket seats which boast ideal ergonomics and which feature height and fore-aft adjustment as well as having integrated seatbelts. The Tribu’s front seats boast several special design features. In particular, they have their own independent air conditioning circuits. In addition, the air outlets for the rear seats are located on the back of the front seats.

These seats are separated by a central tunnel which can be used as an armrest or drinks holder, as well as offering practical storage space. Without quite being bucket seats, the rear seats also stand out due to their sports vehicle configuration, guaranteeing maximum lateral hold. The rear seats can also be folded down in order to create a totally flat space, thus increasing boot capacity.

Once in the driver’s seat, we really notice a major qualitative improvement in terms of materials, as well as the design and technology.

Great emphasis has also been placed on driver and passenger space. The Tribu is not just about design: it is also a highly practical vehicle. Despite its compact shape and dimensions, all four passengers travel in a comfortable and spacious environment.

The standard gear lever and handbrake have been removed from between the two front seats, giving the driver and front passenger more space. The gear lever has been replaced by a sequential gear change system controlled from the steering wheel, and the handbrake by a button located on the central console. The reverse, ignition, boot opening and hazard light buttons are located next to the handbrake button.

The steering wheel is also a brand new SEAT design. With three spokes, it has a truly sporty feel. Cutting-edge technology has also been used on the wheel: with both sound and mobile phone systems, as well as navigation and cruise control, being controlled from it.

All information at a glance

The dashboard offers the Tribu driver a wealth of information. This is concentrated primarily in the two dials (speedometer and rev counter) and in the TFT touchscreen, which is available for all passengers and displays information common to the three driving modes: audio system, vehicle configuration, air conditioning and so on.

The first auxiliary screen, located to the left of the speedometer and rev counter next to the driver’s door, gives traffic information when in Urban mode, displays speed when driving in Sport mode, and shows a compass when in Freerun mode.

The second of the auxiliary screens, located between the speedometer and the rev counter, displays pure visual information from the navigation system, speed in a digital format with a stopwatch, and finally incline, when in Urban, Sport and Freerun modes respectively.

The third auxiliary screen is located to the right of the dials: in Urban mode it displays information from the 3D navigation system, and in Sport mode it provides information about the suspension system and tyre pressure, as well as oil temperature. In Freerun mode, a topographical navigation screen appears.

This information is optimally managed, so that far from being a problem, it only serves to help the driver.

In a 21st century vehicle such as the Tribu, the most in-demand multimedia connections just had to be included. In the tunnel below the dashboard, there are MP3 ports with USB and iPod connections, as well as an internet connection.

Another original eye-catching design feature is the air vent along the length of the dashboard, moving away from the traditional nozzle concept. This air conditioning system outlet has the trapezoidal shape already seen elsewhere on the Tribu such as on the footrest and pedals.

Another eye-catching interior feature in the Tribu is the use of inlays on both the dashboard and the door panels, with finishes in the exterior colour of the concept car.

It should also be highlighted that the materials used on the interior of the Tribu are strong, recyclable and easy to clean, and are intermingled with metal elements. The materials are of a colour and texture similar to neoprene black. The metal panels, meanwhile, use the bodywork colour, and have a matt finish, to avoid shine and reflections.

WorldCarFans.com seeks 6(six) Automotive Blogger/Writer/Journalist

WorldCarFans.com seeks six part-time freelance automotive bloggers/journalists/writers worldwide to cover the latest auto industry news for the European, Middle East, Asian and North American markets. The writer must be up to date with the latest events and car models in their local market as well as strong familiarization with foreign markets particularly Europe and North America. Specific expertise in motorsports, customizing/tuning, technology, environmental and other niche segments are welcomed.

The journalist must have strong writing ability and copy-editing skills. There are no set working hours. The writer is welcome to work from home or anywhere with an Internet connection. Opportunities to travel to major international auto shows are possible. Photography skills desired but not required. Previous journalism experience also a plus. Journalism students welcome to apply.

Requirements:

• Must be freelance
• Must be fluent in English (spoken and written)
• Expert knowledge of the global automobile industry and high volume car models
• Must have own computer with broadband Internet connection
• Basic understanding of HTML
• Intermediate computer skills with word processing and photo editing software
• High competency in Internet usage
• Valid driver's license

Job duties:

• Search news sources
• Identify breaking news stories
• Download photos and text (if necessary)
• Write story: Summarize main points / Highlight relevancy to related stories / Criticize or comment / 100 to 300 words / Proof read
• Upload story to WCF using company's web management system

Please email your Resume / C.V. with 3 sample news stories about recent automotive news topic (150 to 300 words per post) to contact@worldcarfans.com. Only Resume's / C.V.s in English will be accepted.

Personality, attitude and experience matters more than credentials. A decision will be made by January 10, 2008 and all applicants will be notified.

Alonso to Re-Join Renault F1 Team

How much Renault is paying Alonso is not clear, but after 'saving' 100 million Euro in their spy case versus McLaren Renault can afford to pay Fernando Alonso's paycheck, a rumoured 30 million Euro a year on a two-year contract.

Joining Alonso as second driver in the Renault F1 Team is Nelson Piquet Jr, son of the Brazilian legend. Nelson is now 22 years old and has one year of F1 test driving under his belt and said: “It is a fantastic opportunity to make my Formula 1 debut with one of the top teams on the grid, and alongside one of the very best drivers in the sport. As a rookie, there is no better way to start your career than to have a double world champion as your reference point.” Something that Lewis Hamilton clearly proved last season.

Ralf Schumacher is seriously thinking about quitting Formula One altogether after leaving Toyota and testing for a place at Force India. Michael Schumacher told Auto Motor und Sport magazine: “I don't know what his ambitions are, but crawling around in this car, I don't even know what it's called... He should not do that to himself."

2007 Ford Shelby GT500 In Depth

Most powerful Mustang ever

• Performance Inspiration: Carroll Shelby and Ford Special Vehicle Team join forces to create a modern successor to the famous Shelby GT500 of the late 1960s
• Performance Hardware: 475-horsepower supercharged V-8, 6-speed manual transmission, race-tuned suspension, four-piston Brembo brakes
• Performance Design: Mustang heritage with aggressive muscular front-end design, Le Mans racing stripes, unmistakable "Cobra" logo and Shelby nameplate

What happens when a legend from Texas reunites with a legend from Dearborn? The most powerful Mustang ever.

After 40 years, racing legend Carroll Shelby and the Ford Mustang are back together with the introduction of the 2007 Ford Shelby GT500.

The collaboration between Shelby and Ford's Special Vehicle Team (SVT) is yielding an instant collector's Mustang that builds 475 horsepower in its 5.4-liter supercharged V-8.

A modern interpretation of the Shelby Mustang of the 1960s, the Ford Shelby GT500 uses advanced engineering to attain the performance that made the original GT500 the king of the road.

True to the original GT500, it will be available both as a coupe and as a convertible when it goes on sale in the summer of 2006.

"When Carroll was developing the original GT350 and GT500, he wanted to build the most powerful, most capable Mustangs of his day," says Hau Thai-Tang, director, Advanced Product Creation and Special Vehicle Team. "Our goal was to build the most powerful, most capable Mustang ever."

Serving as touchstone and inspirational leader for both the concept and the production versions, Shelby was impressed by what the team has accomplished.

"It's one thing to put 450 horsepower in an exotic supercar," says Shelby. "It's another to put that much power in something as affordable as a Mustang. The fact that they not only met their goal but pushed on to 475 horsepower is a remarkable achievement."

Shelby knows something about creating modern supercars. He served as a senior adviser on the team that developed and built the 550-horsepower Ford GT.

Power Play

As expected of anything with Shelby's name on it, the heart of the car is what's under the hood. The Ford Shelby GT500's supercharged 5.4-liter, 32-valve V-8 evolves from Ford's experience with tuning its modular, or MOD, engines. Output is a brawny 475 horsepower.

The engine is force-fed an air-and-fuel mixture via a "Roots-type" supercharger providing 8.5 pounds per square inch of boost. The GT500 uses a cast-iron engine block. It borrows from the Ford GT program aluminum, four-valve cylinder heads, piston rings and bearings, adding a high level of performance durability to the drivetrain. "Powered by SVT" camshaft covers add the finishing touch to the engine.

Helping put the power to the pavement is a 6-speed manual gearbox. For the performance driver, its evenly spaced gears mean less "stirring" is needed to find the "sweet spot." This gives a rewarding experience throughout the engine's broad torque curve. The heavy-duty transmission has proven itself a willing companion to Mustangs in both road and track environments, including recent road-going Mustang Cobras and the new race-winning Mustang FR500C.

Power Requires Control

The Ford Shelby GT500 continues a legacy of all-around performance that made the original a world-class racer on tracks and road courses around the world.

The Ford Shelby GT500 starts with the solid Mustang underpinnings. The all-new Mustang was designed from the beginning with performance derivatives in mind, providing an exceptionally rigid, well-engineered starting point for GT500 chassis engineers.

SVT engineers retuned and upgraded key chassis components. Improvements such as revised shocks, spring rates and upgraded stabilizer bars help the Ford Shelby GT500 stop and turn with the same authority as it goes.

The Ford Shelby 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 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 won its first race in the season opener at Daytona International Speedway in February 2005. It went on to dominate the season and clinch the championship.

"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.

To match this power and handling ability, engineers fitted some of the biggest brakes in the business to the Ford Shelby GT500. Four-piston Brembo calipers are fitted to 14-inch Brembo vented rotors up front, and 11.8-inch vented discs in the rear continue SVT's legacy of great-braking Mustangs. Secure footing is provided by 255/45ZR high-performance tires in front and 285/40ZR high-performance tires in back. Wheels are 18 inches by 9.5 inches.

The Snake is Back

One glance shows this is not the typical Mustang Cobra. A sinister-looking front-end design includes wide upper and lower fascia openings with a functional air splitter. The upper intake sports the famous Cobra logo floating off-center in place of a centered galloping pony found on other Mustangs. On either side, slanting headlamp openings add to the dramatic front appearance.

The bulging hood has heat extractors protruding near the leading edge, combining to provide improved airflow and aerodynamics. As air passes over the hood, hot air from the engine compartment is drawn out through ducts attached to the hood extractors.

"The restrained, performance-oriented SVT design theme has become instantly recognizable to enthusiasts without brash styling cues," says Doug Gaffka, design director, Ford SVT vehicles. "The GT500 takes a huge leap forward by combining the modern Mustang muscle car with the classic Shelby performance look."

The 2005 Mustang design team drew inspiration from classic 1968 Mustangs, the models that transformed the mild-mannered pony car into a muscle car with attitude. Envisioning a high-performance model, the team tested GT500 design cues on the Mustang GT coupe concept that was unveiled at the 2003 North American International Auto Show.

In 2004, designers further developed the GT500 look on the Mustang GT-R, a race-bred concept with the dual purpose of foreshadowing SVT's Mustang design direction and Ford Racing's plans to return Mustang to road racing. The Ford Shelby GT500 Cobra concept coupe capped the design conceptualization effort.

The production Ford Shelby GT500 Coupe now comes into full light, punctuated by the classic Le Mans-style white stripes that race along the top from nose to tail. The stripes recall the Shelby Mustangs that marked another important 1960s Mustang transition when Ford put it on the track to becoming a racing legend. The GT500 nomenclature is prominent in the lower bodyside racing stripe, another cue from the classic Shelby Mustangs.

In a touch also borrowed from the GT500's past, no Le Mans stripes will be seen on the 2007 Ford Shelby GT500 Convertible. However, the convertible will sport a cloth top similar to those found on pricier convertibles.

"There were no Le Mans stripes on Shelby's original GT500 Convertible, so we decided to pay homage by not offering them on the 2007 Ford Shelby GT500," says Gaffka. "We also went with a cloth top material as another measure of substance and authenticity. The fabric used is the same used on the 2002-03 SVT Mustang Cobra, the Thunderbird, Jaguar and Ford's other high-end convertibles."

The unique rear fascia features lower strakes inspired by the Ford GT's integrated rear airflow diffuser, and a rear spoiler reminiscent of a classic GT500. To mark the collaboration of two Mustang performance icons, the GT500 features Shelby and SVT badging.

The fenders each feature an updated design of the Cobra. The front grille features an off-center snake in place of the standard running horse. "GT500" is emblazoned inside the side rocker stripes, and the name SHELBY is prominently written across the rear deck. The SVT logo can be seen on the wheel center caps, a signature SVT location, as well as on the doorsill plates. To top it off, the medallion between the taillights reads "Shelby GT500" centered on the Cobra image.

Cockpit Upgrades

Inside, too, upgraded levels of flair and function abound. The locations of the speedometer and the tachometer are swapped to provide performance-oriented drivers with a better view of shift points while changing gears. Front seats have received additional lateral support to help keep the driver optimally positioned during cornering. The interior is offered in a choice of two colors, Charcoal Black or Charcoal Black and Crimson Red. The charcoal/red offering features Crimson Red seating surfaces and door panel inserts. Seating surfaces are leather with both interior treatments. Snake logos embossed in the seat backs finish the package.

The Shelby GT500 script and Cobra image are repeated on the steering wheel cap. Behind the wheel, the gauges wear light faces in keeping with SVT tradition. The chromed accessories inside the cabin have been replaced with a satin aluminum finish, including the aluminum shift lever knob that is nicely positioned for quick, positive shifts.

SVT and Shelby: The Legends Grow

With the look and legend one would expect from Shelby and the kind of power and performance enthusiasts have come to expect from SVT, the GT500 points to a brand-new era in Ford's performance future.

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 GT-350R, a lightweight, handling-focused race car that earned Mustang its first performance credentials. Subsequent Shelby Mustangs included a street version of the race car, the GT-350, and what was known as the "rent-a-racer" Mustang, the GT-350H, a joint project with the Hertz rental car corporation.

The ultimate Shelby Mustang of the era was the GT-500KR, or "King of the Road." Powered by a big block 428-cubic-inch "Cobra Jet" V-8, the GT-500 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.

The Ford Special Vehicle Team brought high performance back to Mustang in 1993. After 12 years, with nearly 80,000 high-performance Mustangs on the streets and total SVT vehicle production nearing 145,000, SVT is primed for growth with the GT500 serving as the foundation for other performance Mustang projects.

By bringing together Shelby and Ford SVT, the company's commitment to performance becomes as powerful as at any time in its history - including the famed "Total Performance" days of the 1960s. From the Ford GT supercar, the GT500, to a rejuvenated Ford Racing Performance Parts program, performance and racing can drive innovation and add luster to Ford's proud brand heritage.

"SVT will remain the leader in performance vehicle engineering," says Thai-Tang. "It will continue to build new, innovative products using advanced processes that will not only provide great enjoyment to the dedicated driving enthusiast, but that also will provide great benefit to other Ford products and Ford Motor Company itself."

The Ford Shelby GT500 will be built at the Ford-Mazda joint venture, AutoAlliance International, in Flat Rock, Mich.

Chassis: Muscle with agility

The most powerful Mustang ever also delivers race-winning handling

• Staggered tire sizes help get all the power to the ground
• Brake system boasts Brembo 14-inch front vented discs with four-piston calipers
• Stiffer front and rear stabilizer bars provide for neutral handling
• Steering upgrades result in increased feel and precision

A major goal set for the Shelby GT500 was to raise the handling to a new level. An easy road to success would have been to simply let Ford Special Vehicle Team chassis engineers tweak the critically acclaimed Mustang GT and have motorsports legend Carroll Shelby put his stamp on it.

Easy. Right?

"It all depends on what you’re satisfied with," says Tom Chapman, SVT Vehicle Dynamics Supervisor. "If you just want to make the Mustang live a bit more happily with a 60-percent increase in engine output, it’s fairly simple to do. If you want it to equal the handling of the Mustang GT despite a larger displacement engine, that takes a bit more work.

"But if you want to hold it up to a whole new set of standards and be worthy of the Shelby GT500 name, then you better be prepared to roll up your sleeves."

The GT500 retains the Mustang’s suspension setup. In the front, there are coil-over MacPherson struts with reverse "L" lower control arms made of lightweight I-section steel. In the rear, there’s a three-link live axle with coil springs, Panhard rod, outboard shocks and stabilizer bar.

Weight Distribution

Because of its larger engine, the Shelby GT500 coupe has more weight over the front wheels than does the standard Mustang GT coupe. On the GT500, 57 percent of the weight is in the front and 43 percent is in the back. In comparison, on the Mustang GT 56 percent of the weight is in the front and 44 percent is in the back. Weight distribution of GT500 convertible matches the Mustang GT coupe due to the power-top mechanism behind the passenger compartment.

Bar Talk

While a heavier nose generally disposes a car to understeer or "push," the Special Vehicle Team’s engineers were able to retain neutral handling with the Shelby GT500 through the use of stiffer stabilizer bars. In addition, the rear bar of the GT500 is larger than that of the Mustang GT.

The GT500 uses a 34-millimeter tubular front stabilizer bar. Coupe versions of the GT500 sport a 24-millimeter rear bar, while convertibles come with a 20-millimeter bar.

"Stiffer stabilizer bars provide reduced roll and deliver a more aggressive handling balance," says SVT Vehicle Dynamics Engineer Dean Martin. "We’ve also given the GT500 higher spring rates at both ends to handle the greater mass of the car and also to reduce roll."

Stopping Power

The Shelby GT500 sports Brembo front brakes with four-piston calipers and vented 14-inch discs. In the back, GT500 carries over the Mustang GT’s 11.8-inch vented single-piston caliper rear-disc setup with unique pad material.

"We choose a friction material that will provide good track-day performance for the customer and still deliver satisfactory parking-brake performance and quiet operation," says Chapman.

Tires Manage Balance of Power

The GT500 sits on four 18-inch x 9.5-inch wheels, wearing 255/45ZR18 tires on the front and larger 285/40ZR18 tires on the rear.

"Larger rears help get the engine’s immense power to the ground better when accelerating off the line," says Martin. "They also improve handling balance when you’re powering away from the apex of a turn on the race track using as much torque and horsepower as the GT500 has."

Putting a Fine Edge on the Steering

The 2007 Shelby GT500 adds a brace that connects the rear lower arm bushings side to side. This was added to improve durability and steering feel.

A unique steering pump is used and the steering gear utilizes a unique torsion bar. Again, these work to improve steering feel and precision.

"We wanted to make sure the changes we made met enthusiast customer demands," Chapman says. "So we took our engineering cars not only to the test track, but to real-world drive routes and race tracks to make doubly sure that the GT500 would live up to the expectations."

SVT tested the 2007 Shelby GT500 at Grattan and GingerMan in Michigan, Nelson Ledges in Ohio and Las Vegas International Speedway. How long did they run?

"Long enough that we were satisfied," says Chapman. "And long enough to bring a smile to Carroll Shelby’s face."

Powertrain: Big block power

• With 475 hp, the 2007 Shelby GT500 is the most powerful factory-built Mustang ever – and the most efficient
• 5.4-liter V-8 features 32 valves, supercharger and water-to-air intercooler
• Aluminum heads sourced from Ford GT deliver optimum air flow
• 6-speed manual transmission provides gearing for performance driving

Just as the big-block GT500 from 1968 was a step up from the GT350, the 2007 Ford Shelby GT500’s 475 horsepower, 5.4-liter V-8 is a step up from the 4.6-liter V-8 used in yesterday’s SVT Mustang Cobra.

Not coincidentally, the 2007 Shelby GT500 sports the largest displacement engine installed in a volume version of the Mustang since 1973.

The 1995 SVT Mustang Cobra R used a 5.8-liter 300 horsepower overhead valve V-8, and 250 units were produced. The 2000 SVT Mustang Cobra R used a 385 horsepower 5.4-liter dual overhead cam V-8, and a limited run of 300 cars were produced.

While the big block, overhead cams and four valves per cylinder contribute significantly to the 475-horsepower output of the 2007 Shelby GT500’s 5.4-liter V-8, a Roots-type supercharger and intercooler are the icing on the cake. In fact, the configuration is similar to the Ford GT supercar, offering the right combination of classic Ford big-block power and modern technology. Using the Ford GT as a blueprint, SVT has given the GT500 more total horsepower than any factory Mustang in the car’s celebrated history.

"The Shelby GT500 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," says Jay O’Connell, SVT chief vehicle engineer.

Full certification testing is not yet complete. However, Hau Thai-Tang, director, Advanced Product Creation and Special Vehicle Team, says achieving 475 horsepower is no problem. "We have great confidence that the 2007 Shelby GT500 will produce at least 475 horsepower -- perhaps more. And that would be right in line with the original GT500 experience. It, too, under promised and over delivered."

Supercharged 475-Horsepower

With the stout cast-iron, 5.4-liter Triton V-8 engine as a starting point, the Shelby GT500 adds a Roots-type 8.5-pounds-per-square-inch Eaton supercharger and water-to-air intercooler producing 475-horsepower.

"A screw-type supercharger that we use in the Ford GT gives you a little more top end, and the Roots type is a little fatter in the midrange," says O’Connell. Given that the GT500 will be used as a daily driver far more than the Ford GT is, it’s the ideal choice."

Adding forced-induction power is more than just a bolt-on proposition. The engine’s internals need upgrading for the sake of strength and durability. To that end, the Shelby GT500’s powerplant benefits from unique connecting rods and forged pistons to handle the extra strain on the lower end of the block.

"The entire induction system is unique," says O’Connell. "That includes the intake, intercooler, fuel supply – everything."

The all-new intake manifold helps to channel the supercharged fuel-air mixture into the cylinders. The low-profile manifold design also effectively packages the entire induction system under the GT500’s special air-extractor hood. Fuel comes from a dual-bore electronic throttle body borrowed from Ford’s 6.8-liter V-10 truck engine program.

Beating the Heat

To manage heat produced by 475 horses, engineers devised a set of GT500 specific features, including an air-extractor hood, a high-capacity aluminum radiator, an intercooler mounted below the blower, a loop-style power-steering cooler and an oil-to-water stacked-dish engine oil cooler.

4-Valve Heads from Ford GT

While supercharging is a key element in the Shelby GT500’s ability to generate so much horsepower, another major contributing component is the design of cast-aluminum, four-valve cylinder heads sourced from the Ford GT supercar.

Machining changes are incorporated into the outside ends of the heads and to the left rear cam cap to fit the engine into the Mustang chassis.

Developed specifically for supercharged applications, these high-performance heads use high-flow ports and specially calibrated dual-overhead camshafts to deliver optimum engine "breathing" along with surprisingly good fuel efficiency and emissions.

The cams and valvetrain are specific to the Shelby GT500. The cam drive system is unique and designed to fit into the Mustang engine compartment, which is narrower than the Ford GT’s. The oil pan and windage tray are the wet-sump setup from the Mustang GT. The Ford GT uses a dry-sump arrangement.

Powered by SVT

To enthusiasts, the real beauty of any performance car rests with its engine. That idea certainly wasn’t lost on Carroll Shelby because Mustangs that bore his name have traditionally brought his unique sense of style and personality directly into the engine compartment. One Shelby signature feature – special finned-valve covers embossed with "COBRA Powered By Ford" – soon became the envy of so many Ford V-8 owners.

The GT500 is equipped with special "Powered by SVT" finned-cam covers to hint at the beauty of all those horses lurking in the engine below. Mated to the Ford GT 4-valve cylinder heads are unique exhaust manifolds that help to better scavenge spent gases out of the cylinders and into the custom-tuned mufflers and dual-exhaust system.

And the aggressive exhaust note, which is unobtrusive in everyday driving situations, was truly custom tuned.

"More than 40 different muffler tunings were tested, measured and evaluated to come up with the right sound," says William Woebkenberg, an engineer with SVT.

A special device called a "tuned exhaust crossover" was incorporated to create the special sound. Unlike the H-pipe design used by the Mustang GT, the Shelby GT500 uses an X-shape stamping to create the desired sound and increase power output through dynamic scavenging.

6-Speed Gearbox

The gearbox used by the 2007 Shelby GT500 also is a rarity. Few transmissions exist in the marketplace today that can handle the torque loads generated by the supercharged GT500, so engineers are opting to stick with the proven heavy-duty performance of the TR6060 6-speed manual gearbox.

The GT500 employs an upgraded version of the T-56, which first appeared in the 2000 SVT Mustang Cobra R, powered by a naturally aspirated 5.4-liter V-8 with 385 horsepower, and later in the supercharged 2003 SVT Mustang Cobra whose DOHC 4.6-liter produced 390 horses. For the Shelby GT500, the six-speed manual will be geared to make the most of the supercharged 5.4-liter’s broad power band.

Yes, Efficiency

"One of SVT’s goals in creating a vehicle is to deliver a balance of performance – acceleration, cornering, braking," says director Thai-Tang.

Another goal is to develop products and processes that can be applied not just to high-performance products, but also to other vehicles and in other parts of the company.

Then and Now

Performance cars have evolved dramatically since their heyday in the 1960s. In terms of safety, efficiency and refinement, today’s street machines totally outperform their elder muscle car colleagues in nearly all categories. Yet the story is seldom told about the tremendous gains made in reducing emissions while increasing overall power output.

The fact is, the GT500 is easily twice as powerful as the hottest V-8 package offered when Mustang was first introduced – yet still produces from 100 to 300 times fewer emissions. Additionally, today’s modern "MOD" V-8 powertrain enjoys a nearly 60-percent increase in average fuel economy compared to corresponding Ford products produced 30 years ago.

Back in the so-called Muscle Car era, driving a street beast with more than 400 horsepower was a dicey proposition. When dual carburetors, progressive linkage and dual-point ignitions were part of the equation, performance came with a price – drivability. Running too lean or too rich – or with the timing or spark out of adjustment could mean it would misfire or "carbon up" – sometimes with thick, black smoke coming from the tailpipe. Worse yet was fuel economy, with most of the big, high-powered V-8s at the time netting anywhere from six to 10 miles per gallon in typical driving.

Ford’s "MOD" V-8 family of engines makes more power than any Ford motors of the past, yet tops 20 mpg on the highway and meet the government’s LEV-II tailpipe emissions standards.

Multi-valve Engine Technology

Modern, race-derived technology provides an interesting power comparison: The GT500 with a 5.4-liter, DOHC, supercharged V-8 produces better than 100 horsepower more with nearly 100 fewer cubic inches. Compare that with the 1967 Shelby GT500’s 355-horsepower, 428-cubic-inch-displacement, big-block V-8.

The GT500 uses cylinder heads with four valves per cylinder and double overhead cams for optimum engine "breathing." Using multiple valves per cylinder provides the engine with a more efficient airflow, generating higher peak horsepower. As an additional benefit, multi-valve engines better utilize the air-and-fuel mixture in the cylinders with less waste and unburned fuel vapor. Also, multi-valve engines are better suited to help scavenge exhaust gases out of the cylinder after combustion is complete for more power with cleaner tailpipe emissions.

In addition, supercharging produces the peak horsepower of a much larger-displacement, naturally aspirated engine. Yet, at lower throttle applications, the smaller displacement enabled by supercharging consumes less fuel, resulting in increased fuel economy and lower emissions.

As a result, the 2007 Shelby GT500 is designed not only to be the most powerful Mustang from the factory – but also one of the cleanest.

Exterior/Interior: Design for performance

• Shelby GT500 is designed for performance, pays tribute to Mustang heritage
• Aerodynamic lessons transferred from Ford GT program

The 2007 Ford Shelby GT500 is a purposeful performance car and striking to look at.

The design team did not merely take heritage cues and paste them onto the contemporary Mustang. Working with the engineering team, they dedicated themselves to a design that would enhance the car’s performance.

For example, the fog lamps were removed from the upper grille opening – where they are located on the Mustang GT. Smaller units were relocated on the outside of the lower front fascia where they function well.

"We found that the original Shelby Mustang’s design came about in response to maximizing the car’s performance," says Doug Gaffka, chief designer for Mustang, SVT and Vehicle Personalization. "The same is true of the SVT design language that has evolved over time."

A further example of how form follows function is the design of the heat extractors on the hood of the Shelby GT500. Here, they can better remove heat from the engine compartment – an important consideration for a car generating 475 horsepower.

"It is perfect, says Carroll Shelby of the car’s overall design. "I wouldn’t change a thing. It is everything I expected a modern Shelby Mustang to be."

Improved Aerodynamics

Other functional aero additions to the Shelby GT500 can be found at the front and rear. The rear spoiler adds significant downforce. Similarly, the front air splitter effectively combats lift.

The 18 x 9.5-inch wheels worn by the Shelby GT500 also bear a resemblance to those of the Ford GT.

Upscale Convertible, Regalia Stripes

The Shelby GT500 convertible shares cues with other high-end Ford Motor Company products. Rather than using vinyl for its top, as the mainstream Mustang does, the GT500 convertible uses the same type of cloth as that on the Ford Thunderbird and the Jaguar XK. The top is available only in black to match the car’s predominantly black interior.

"There is definitely an upscale feel to the top," says Keith Rogman, SVT design manager. "It fits in the same category as the stripes: They don’t make the car go faster, they don’t make it split the wind better, but they add a certain intangible authenticity to the car that you can’t quantify."

Indeed, stripes don’t make the car go faster, but they play a big role in the car’s identity. In coupe form, the car wears the full regalia of stripes Carroll Shelby bestowed upon the original GT500 coupe: a Le Mans stripe that runs over the hood, roof and rear deck and side stripes bearing the legend "GT500" nomenclature.

As did the original GT500 convertible, the modern version carries the side stripes but foregoes the Le Mans stripe. The Le Mans stripe, the side stripes or both may be deleted from the Coupe. The side stripes are also a delete option on the Convertible.

The stripes come in a range of four colors (Performance White, Vista Blue, Tungsten and Satin Silver) that, with one exception, can be matched with at least three of the seven available exterior colors. The exception is Vista Blue, which can be paired only with a Performance White exterior.

Exterior colors include Colorado Red (which can be paired with Performance White or Satin Silver stripes), Alloy (Satin Silver or Tungsten), Vista Blue (Performance White or Tungsten), Performance White (available with Vista Blue or Tungsten stripes), Tungsten Grey (Satin Silver), Valencia (Tungsten) and Ebony (Performance White or Tungsten stripes).

"Except for the Valencia and Tungsten combination, these combinations echo what we did with the original car," says Shelby. "I really like the yellow car. It has an eye-catching modern look to it."
Peter Horbury, executive director, Design, North America, had the opportunity to learn firsthand just how much that color combination does catch the eye. "I sneaked out on the Woodward Dream Cruise in a yellow prototype of the GT500," he said. "Everybody knew what it was. People were stepping out in the road to take pictures."

Carroll Shelby, it seems, is not the only one who feels expectations have been met .

Performance Interior

• Front seats boast extra lateral bolstering for increased support during spirited driving
• Key options are GT500 Premium Interior Trim Package, Shaker 1000 Audio System and SIRIUS Satellite Radio

The 2007 Ford Shelby GT500 boasts an upgraded version of the mainstream Mustang’s interior, designed to cater to the dedicated driving enthusiast.

Most apparent is the use of light-faced gauges, a tradition on SVT’s cars and trucks and one that can improve readability under a variety of lighting conditions. The gauges also boast SVT graphics.

An astute observer will note that the speedometer and tachometer do not occupy the same positions they do in the rest of the Mustang line. In the Shelby GT500, the speedometer is on the left while the tachometer is on the right.

"This is something the SVT engineering staff insisted on – particularly because the GT500 is available only with a manual transmission," says Keith Rogman, SVT design manager. "Making the switch allows the driver the best view of the tach while changing gears."

Shelby GT500 sports a satin aluminum finish on instrument trim, rings and door handles. This helps reduce glare and provide a bit of sparkle.

Adds Doug Gaffka, chief designer for Mustang, SVT and Vehicle Personalization: "This is very much in keeping with the SVT hallmark of substance. It gives the customer a direct benefit and not just a bit of decoration."

Sit Down and Drive

Substance and function also are the reason the front seats in the Shelby GT500 are different from other Mustangs. Bolstering has been added to provide increased lateral support. This helps keep the driver optimally placed.

Seating surfaces are leather, and the classic figure of a cobra is embossed on the front seat backs. A cobra is also prominently featured on the tilt steering wheel’s air bag cover. The wheel rim is wrapped in leather and has unique thumb pads. The shift boot is also made of leather and the parking brake handle is leather clad.

Two interior color treatments are available, charcoal black and charcoal black with crimson red seat inserts and door trim panels. A GT500 Performance Interior Trim Package is optional. It features a leather-wrapped and stitched instrument panel brow and center console, upgraded door armrests and aluminum pedal covers.

Performance Sound System

SIRIUS Satellite Radio may be ordered with either the standard Shaker 500 Audio System or the optional Shaker 1000 system. The Shaker 1000 Audio System amps up to a full 1,000 watts from the standard system’s 500. It includes two subwoofers as part of its 10-speaker array, and an audio input jack is standard. Both the Shaker 1000 and the 8-speaker Shaker 500 systems include AM/FM Stereo with a six-disc in-dash CD changer with MP3 capability.

Convenience

Comfort and convenience touches abound. Manual air conditioning, power windows and power locks are standard. The center console includes not just an armrest, but storage as well. The interior also features dual power points as well as two cupholders.

And the Ford Special Vehicle Team has put its stamp on things as it welcomes enthusiasts into the car via bright door sill trim plates bearing SVT script.

Shelby GT500 Safety

• Shelby GT500 has increased torsional rigidity, which can aid driver vehicle control and provide protection in an accident.
• Features Ford’s Personal Safety System® and standard driver and front passenger seat-mounted side-impact air bags. BeltMinderâ„¢, SecuriLockâ„¢, all-speed traction control, anti-lock brakes and a host of other innovative features are included.
• An active anti-theft package aimed at combating high performance-car insurance premiums on Shelby GT500 includes a separate alarm sounder, anti-tow sensor, an ultrasonic interior-motion sensor and perimeter anti-theft sensors.

With a body structure providing considerably more torsional rigidity than the previous generation Mustang hard top, the chassis of the 2007 GT500 coupe is better able to respond to driver inputs to help control the vehicle in emergency maneuvers.

The body structure is 31 percent stiffer in torsion, meaning that a twisting force of 15,500 foot-pounds can deform the body by only one degree. Such dramatic leaps in body stiffness contribute to the GT500’s driving performance, with parallel benefits in accident protection.

Engineering a body with such high stiffness creates a passenger "safety cage" that helps protect the cabin from deformation and intrusion.

The front structure is designed to absorb energy in a controlled manner and dissipate it before it can reach the passenger compartment. The GT500 front rails have an octagonal shape to spread forces evenly at the firewall and progressively deform for increased protection in demanding offset frontal crashes.

Other safety features include all-speed traction control, anti-lock brakes (ABS) and Ford’s Personal Safety System®. When you add in the standard driver and front passenger side-impact air bags and side intrusion door beams, the GT500 provides a comprehensive safety package.

GT500 Confidence: Ford Personal Safety System®

Topping the list of GT500’s safety equipment is Ford's Personal Safety System®, one of the industry's most comprehensive safety technology suites. The system is designed to provide enhanced protection in many types of frontal crashes by analyzing impact factors and determining proper air bag response in milliseconds.

It uses dual-stage driver and front-passenger air bags capable of deploying at full or partial power. In less severe frontal crashes, air bags inflate with less force.

Ford’s Personal Safety System® employs pretensioners to tighten front seat belts in the first milliseconds of a crash. Energy management retractors gradually slacken the belt, if necessary, to reduce forces across the occupant's chest during the impact.

Standard Front Passenger Classification Sensing

Standard front passenger classification sensing builds on the strength of the Personal Safety Systemâ„¢ to tailor deployment of the front-passenger air bag. If the passenger-seat sensor detects no weight or very little weight, like a newspaper or a jacket, the passenger air bag is automatically switched off.

If more weight is on the seat, like a small child, the air bag remains deactivated and an instrument panel light alerts the driver with the message "PASSENGER AIR BAG OFF." Of course, the safest place for children remains the rear seat, properly restrained. If an adult is seated properly in the passenger seat, the air bag automatically is switched on, ready to inflate within milliseconds, if needed.

Among the dozens of standard safety and security features the GT500 offers are:

• BeltMinderâ„¢
  The most effective way to help save lives on roadways is one of the simplest safety technologies on the market – the safety belt. Ford’s BeltMinder™ system gives occupants a gentle chiming reminder to fasten their safety belts. A Ford innovation introduced in 1999, BeltMinder™ already is proving to increase safety-belt use.
• SecuriLockâ„¢ Passive Anti-Theft System
  Passive anti-theft systems like SecuriLockâ„¢ help protect against drive-away theft through the use of an electronically coded ignition key. The system is designed to help prevent the engine from being started unless a coded key programmed to the vehicle is used. A miniature transponder with an integrated circuit and antenna is imbedded in the ignition key. A wireless radio-frequency transmission transfers an electronic code between the transponder in the key and the vehicle. If the codes match, a signal passes through the wiring system to the electronic engine control, allowing the vehicle to start.
• Battery Saver
  Battery Saver helps prevent accidental battery drainage from Mustang’s interior lights. The battery saver feature automatically turns off interior lights in a parked vehicle after a few minutes, like when a door is left ajar. If interior lights are left on while the ignition is in the Off position, a relay is deactivated in 10 to 40 minutes cutting power to the interior lights.
• Fail-Safe Cooling
  A fail-safe cooling system lets GT500 be driven under limited power for short distances if engine coolant is lost, eliminating the cost and inconvenience of towing. If the coolant level sensor reads below a critical level, the engine computer module switches the engine to an emergency limp-home mode, in which only half the cylinders get fuel. With only half the cylinders firing, the engine operates at lower power and generates much less heat. The cylinders alternate between even- and odd-firing pistons in this mode. The engine can move the vehicle at moderate speeds (up to about 50 mph).

Keeping the Shelby Where It Belongs

The GT500 also features an active anti-theft package aimed at combating high performance-car insurance premiums. The package includes:

• Separate Alarm Sounder
  The GT500 employs a separate, remotely located alarm sounder in conjunction with the traffic horn, making it harder for thieves to disable the system and make off with the car or its contents.
• Anti-Tow Sensor
  The vehicle is guarded against tow-away thefts. An inclination-sensing module records the vehicle’s angle when the anti-theft system is armed. If the sensor detects a change in vehicle incline, it sends a signal to the alarm system, which triggers a separate alarm, traffic horn and flashes the car’s lights.
• Ultrasonic Interior Motion Sensor
  To detect "smash-and-grab" break-ins, an ultrasonic interior-motion sensor is designed to detect motion inside the vehicle cabin. If an intrusion is detected, the alarm sounder and traffic horn are activated and the exterior lights flash to frighten would-be thieves.
• Perimeter Anti-Theft Protection
  Perimeter anti-theft sensors also detect the opening of the hood, doors or trunk when the anti-theft system is armed. If the vehicle is parked and the window rolled down, for example, the alarm is sounded if a would-be-thief tries to open the door to gain access to the car.
• High-Capacity Battery
  A 60-ampere-hour battery is capable of sounding the alarm longer. This powerful battery lends an extra measure of authority to the active anti-theft system and helps prevent battery run-down from use of GT500’s powerful audio system while the engine is off.

Special Features: A history of superchargers

• First supercharged Shelby Mustang was the 1966 Shelby GT350
• Ford Thunderbird offered a supercharger beginning in 1957
• Ford SVT’s first supercharged engine was the 360-hp 1999 SVT F-150 Lightning
• Lightning was followed by the 390-hp 2003 SVT Mustang Cobra

Carroll Shelby has always been a fierce competitor, both on the track and in business. He does not like to lose.

"About the only thing I like less than losing is losing and not learning from it," says the racing great.

That philosophy sums up how Shelby, superchargers and Mustangs came together in the first place.

The story begins in 1965 when a supercharger manufacturer tried to interest Shelby in putting its product on his then-new GT350 Mustang. At the time, Shelby’s plate was full with building, selling and racing cars. He declined.

Then the manufacturer’s rep showed up at Shelby’s shop in the shadow of the Los Angeles airport with a supercharged GT350. Shelby agreed to a race on the vast expanses of empty concrete that surrounded the airport. He jumped behind the wheel of a 289 Cobra roadster – a vehicle much lighter than the 289 GT350 – and soundly lost.

"Well, I figured if that rep was going to teach me a lesson I might as well profit from it," he says. "So for the 1966 model we made a supercharger a factory option on the GT350 as well as an aftermarket accessory."

A supercharger remained in the Shelby catalog right through the end of production of the original Shelby Mustangs. It was offered on GT350 models. In 1966 and 1967 these were powered by the 289 cubic-inch V-8. In 1968, displacement was boosted to 302 cubic inches. Beginning in 1969, the GT350 sported Ford’s then-new 351 cubic-inch V-8.

Using a Blower to Call Down the Thunder

However, these were not the first – nor, obviously, the last – production Ford passenger vehicles to be supercharged.

Thunderbird and supercharger have long been synonymous. The relationship began in 1957 when a supercharged version of the "Y-block" 312 cubic-inch V-8 was offered as a more powerful alternative to the two non-blown engine choices. Output of the standard Thunderbird four-barrel 312 was rated at 245 gross horsepower. A dual four-barrel version generated 270 gross horsepower. However, the supercharged engine topped them both with a gross rating of 300 horsepower.

Thunderbirds and superchargers would not meet again until the 1989 model year when the Thunderbird Super Coupe was introduced. This time around, the engine was a V-6 displacing 3.8 liters. From 1989 through 1993, the Super Coupe carried a net rating of 210 horsepower and 315 lbs.-ft. of torque. This was upgraded to 230 horsepower and 330 lbs.-ft. for the 1994 and 1995 model years.

SVT Finds Special Uses for Superchargers

Superchargers have also played an important role in the history of the Ford Special Vehicle Team.

SVT’s first production vehicle to use a supercharger was the F-150 Lightning. An all-new F-Series platform gave SVT engineers a "clean-sheet" opportunity for the 1999 model year. SVT started with the smallest, lightest F-150 chassis for optimum acceleration and handling – the sporty short wheelbase, Regular Cab FlareSide configuration. Engineers lowered the truck two inches in the rear and half an inch in the front, added big brakes and a sport-tuned suspension as well as unique front and rear styling treatments.

However, the big news was a special SVT-developed supercharged 5.4-liter Triton™ V-8. Output was an arresting 440 lbs.-ft. and a mighty 360 horsepower – 40 more horsepower than even SVT’s flagship 1999 Mustang Cobra generated. Needless to say, the 1999 SVT F-150 Lightning set new standards for full-size sport trucks. For 2001, SVT bumped up the Lightning’s output to 380 horsepower and 450 lbs.-ft.

Meanwhile, engineers were learning the lessons that eventually would pay off in the form of the 2007 Shelby GT 500.

Introduced as a 2003 model, the SVT Cobra took Mustang horsepower to as-yet unseen heights with a new, Eaton supercharged DOHC 4.6-liter "Terminator" V-8. Rated at 390 horsepower and 390 lbs.-ft. of torque, it was among the most powerful Mustangs ever to leave the production line up to that time. It also featured a 6-speed manual transmission, redesigned front and rear fascias and a new "heat-extraction" hood.

A blueprint for the future had been drawn.

Technical Specifications

BODY
Construction	Unitized welded steel body, aluminum hood
POWERTRAIN AND CHASSIS
ENGINE
Type	V-8
Manufacturing location	Romeo, Michigan
Configuration	Iron Block and Aluminum Heads
Intake manifold	Cast-aluminum with Roots-type supercharger and air-to-water intercooler
Exhaust manifold	Cast iron
Crankshaft	Forged steel
Throttle Body	Dual 60 mm, electronic
Valvetrain	DOHC, 4 valves per cylinder
Valve diameter	Intake: 37.0 mm; Exhaust: 32.0 mm
Pistons	Forged aluminum
Connecting Rods	Cracked forged steel I-beams
Ignition	Coil-on-plug
Bore x stroke	3.552 x 4.165 in. / 90.22 x 105.8 mm
Displacement	330 cu. in. / 5,409 cc
Horsepower	475 (estimated)
Torque	475 lb.-ft. (estimated)
Compression ratio	8.4:1
Redline	6,250 rpm
Idle Speed in Neutral	750 rpm
Engine control system	Silver Oak PCM
Recommended fuel	Premium only
Fuel capacity	16.0 gallons
Fuel Injection	Electronic returnless sequential
Oil capacity	6.0 quarts 5W-50 Full Synthetic
Coolant capacity	21 quarts
DRIVETRAIN
Layout	Rear-wheel drive
TRANSMISSION
Standard (Type)	Tremec TR6060 6-speed manual
Gear Ratios
1st	2.97
2nd	1.78
3rd	1.3
4th	1.0
5th	0.80
6th	0.63
Final Drive	3.31
SUSPENSION
Front	Reverse-L independent MacPherson strut, 34-mm tubular stabilizer bar
Rear	Three-link solid axle with coil springs, Panhard rod, 24-mm solid stabilizer bar
STEERING
Type	Rack and pinion with power assist
Ratio	15.7:1
Steering column	Tilt
BRAKES
Type	Four wheel power disc with 4-channel anti-lock braking system (ABS), electronic brake force distribution (EBD) and traction control
Front	Brembo 14-inch diameter vented discs, four-piston aluminum calipers
Rear	11.8-inch diameter vented discs, two-piston calipers
TIRES AND WHEELS
Tires	P255/45R18 front tires, P285/40ZR18 rear tires
Wheels	18 x 9.5-in machined aluminum wheels with SVT center caps
DIMENSIONS (inches unless otherwise noted) (All dimensions are Preliminary)
EXTERIOR
Wheelbase	107.1 in.
Overall length	187.6 in.
Overall width	73.9 in.
Overall height	54.5 in., Coupe; 55.7 in., Convertible
Track width, front/rear	61.9 in. / 62.5 in.
Ground clearance	5.71 in.
INTERIOR
Seating capacity	4 passenger
Headroom
Front row	38.6 in., Coupe; 38.8 in., Convertible
Second row	35.0 in., Coupe; 36.3 in., Convertible
Legroom
Front row	42.7 in., Coupe; 42.7 in., Convertible
Second row	31.0 in., Coupe; 30.3 in., Convertible
Shoulder room
Front row	55.4 in., Coupe; 55.4 in., Convertible
Second row	53.3 in., Coupe; 45.0 in., Convertible
Hip room
Front row	53.6 in., Coupe; 53.6 in., Convertible
Second row	46.7 in., Coupe; 45.4 in., Convertible
Cargo Volume	12.3 cu. ft., Coupe; 9.7 cu. ft., Convertible
WEIGHTS AND CAPACITIES (pounds unless otherwise noted)
Curb weight, pounds
Coupe	~3,920 pounds
Convertible	~4,040 pounds
Weight distribution (f/r)	57/43
SAFETY
Safety belts	Load-limiting seat belts with pretensioners and height-adjustable shoulder belts for front seating positions (coupe) Three-point safety belts for all seating positions BeltMinderâ„¢ safety-belt reminder chime
Air bags	Dual-stage driver and front-passenger air bags with crash-severity sensor, driver-seat-position sensor and front-passenger weight sensor Seat-deployed side air bags for driver and front passenger
Child safety	Childproof rear door locks LATCH anchors for rear outboard seats
Brakes	Anti-lock braking system (ABS) Traction-control system
Fuel	Inertia-activated shutoff switch for fuel pump
Security	SecuriLockâ„¢ passive anti-theft system Remote keyless entry Separate alarm sounder Anti-tow sensor Ultrasonic interior motion sensor Perimeter anti-theft battery
MAJOR STANDARD EQUIPMENT
Audio system	Shaker 500: AM/FM stereo with six-disc CD/MP3 player with eight speakers
EXTERIOR
Badging	Unique GT500
Top	Black cloth (Convertible only)
Exhaust	Tuned dual stainless steel
Fascia	Unique GT500 color-keyed front and rear
Fog lamps	Front
Grille	Unique upper with Cobra emblem
Hood	Unique with heat extractors
Locking	Remote keyless entry
Spoiler	Unique color-keyed decklid spoiler
Trim	Over-the-top "LeMans" stripes and "GT500" side stripes (Coupe) "GT500" side stripes (Convertible)
Trunk	“Fix a Flatâ€Â' tire repair kit
INTERIOR
Air conditioning	Manual
Console	Center with full armrest and storage
Cupholders	2
Door trim inserts	Soft vinyl
Floor mats	Front, color-keyed with driver-side retention hook
Instrument cluster	Includes boost gauge and message center, SVT graphics
Map pockets	Front doors
Power points	2
Scuff plates	Door sills, with bright SVT script insert
Seats	Leather sport buckets; 6-way power adjustable driver seat with power lumbar and 2-way adjustable head restraint
Shift knob	Unique with leather shift boot and parking brake handle
Steering wheel	Leather-wrapped with unique thumb pads, adjustable for tilt
Windows/door locks	Power
OPTIONS
DELETE OPTIONS
"LeMans" stripes	Coupe only
"GT500" side stripes	Coupe, Convertible
AUDIO
Shaker 1000	1000 watt audio system: AM/FM stereo, in-dash six-disc CD/MP3 player, 10 speakers
Satellite radio	SIRIUS
PACKAGE
GT500 Premium Interior Trim Package	Wrapped and stitched instrument panel brow and center condole with upgraded door armrest, electrochromic rearview mirror and aluminum pedal covers
EXTERIOR/INTERIOR COLORS
EXTERIOR
Paint/stripe colors	Torch Red Clearcoat with Performance White or Satin Silver stripes Alloy Clearcoat Metallic with Satin Silver or Tungsten stripes Vista Blue Clearcoat with Performance White or Tungsten stripes Performance White Clearcoat with Vista Blue or Tungsten stripes Tungsten Grey Clearcoat with Satin Silver stripes Valencia Yellow Clearcoat with Tungsten stripes Ebony Clearcoat with Performance White or Tungsten stripes
Convertible top	Black cloth
INTERIOR	Charcoal Black/Charcoal Black Charcoal Black/Crimson Red
WARRANTY INFORMATION
Warranty	3-year, 36,000-mile bumper-to-bumper limited warranty

1968 and 2007 Ford Shelby GT500 Comparisons

	1968 Shelby GT500	2007 Ford Shelby GT500	2006 Ford Mustang GT
BODY
Construction	Unibody	Unibody	Unibody
Styles	Fastback, convertible	Coupe, convertible	Coupe, convertible
ENGINE
Type	90 degree V-8	90 degree V-8	90 degree V-8
Bore x stroke	4.13 x 3.98 inches/104.9 x 101.1 mm	3.552 x 4.165 inches/90.22 x 105.8 mm	3.55 x 3.54 inches/90.22 x 90.0 mm
Displacement	428 cu. In./ 7,013 cc	330 cu. in./5,409 cc	281 cu. in./4,606 cc
Horsepower	360 @ 5,400 rpm (SAE gross)	Estimated: 475 (SAE net)	300 @ 5,750 rpm (SAE net)
Torque	420 lb.-ft. @ 3,200 rpm (SAE gross)	Estimated: 475 lb.-ft. (SAE net)	320 lb.-ft. @ 4,500 rpm (SAE net)
Horsepower per liter	51.33 (SAE gross)	Estimated: 87.95 (SAE net)	65.13 (SAE net)
Block	Cast iron	Cast iron	Aluminum
Heads	Cast iron, overhead valves	Ford GT aluminum, dual overhead cams	Aluminum, single overhead cam
Compression ratio	10.5:1	8.4:1	9.8:1
Valvetrain
Camshaft	Single, in block	Dual, overhead	Single, overhead
Valves per cylinder	Two: 1 intake, 1 exhaust	Four: 2 intake, 2 exhaust	Three: 2 intake, 1 exhaust
Fuel system
Delivery	4bbl carb w/ 600 cfm primaries, 715 cfm secondaries	Elec. fuel injec., dual 60 mm throttle body	Elec. fuel injec., dual 55 mm throttle body
Intake manifold	Cobra Aluminum	Alum with supercharger and intercooler	Aluminum
Ignition	Mechanically-driven distributor	Coil-on-plug	Coil-on-plug
Exhaust system
Manifolds	Cast iron	Cast iron	Cast iron
Arrangement	Dual	Dual	Dual
TRANSMISSION
Standard	4-speed manual	6-speed manual	5-speed manual
Optional	3-speed automatic	None	5-speed automatic
Final drive	3.50:1, manual/3.50:1, automatic	3.31:1	3.55, manual/3.31, automatic
SUSPENSION
Front	Independent	Reverse-L independent	Reverse-L independent
Springs and shocks	360 lbs./in. coil with adj. hydraulic shocks	MacPherson struts	MacPherson struts
Stabilizer bar	23.9 mm	34 mm	34 mm
Rear	Live axle	Live axle	Live axle
Type	Hotchkiss with custom windup dampers	Three-link with Panhard rod	Three-link with Panhard rod
Springs	135 lbs./in. 4-leaf semi-elliptical	coil springs	coil springs
Shocks	Adjustable hydraulic shocks
Stabilizer bar		24 mm, Coupe; 20 mm, Convertible	20 mm, Coupe; 18 mm, Convertible
BRAKES
Type	Power assisted front disc, rear drum	Pwr asst four-wheel disc w/ ABS, Traction Control	Power assisted four-wheel disc, ABS
Front	11.3-inch ventilated discs	Brembo 14-in. vented discs, 4-piston calipers	12.4-in vented discs, twin-piston calipers
Rear	10.0 x 1.75-inch rear drums	11.8-in. vented discs, single-piston calipers
WHEELS/TIRES
Wheels	Standard: 15-inch x 6-inch steel wheels	Standard: 18-inch x 9.5-inch aluminum wheels	Standard: 17-inch x 8-inch aluminum wheels
	Optional: 15-inch x 7-inch steel wheels	Optional: None	Optional: 18-inch x 8-inch aluminum wheels
Tires	E70 x 15 nylon 4-ply nylon, rated to 130 mph	Front:P255/45ZR 18; Rear: P285/40ZR 18	Standard: P235/55ZR 17
			Optional P235//50ZR 18
Steering
Type	Power assisted recirculating ball	Power assisted rack and pinion	Power assisted rack and pinion
Ratio	16 to 1	15.6 to 1	15.6 to 1
DIMENSIONS/CAPACITIES
Wheelbase	108.0 inches	107.1 inches	107.1 inches
Length	186.8 inches	187.6 inches	187.6 inches
Width	70.9 inches	73.9 inches	73.9 inches
Height	51.8 inches (Fastback)	55.7 inches (Coupe)	55.4 inches (Coupe)
Track, front/rear	58.1 inches/58.1 inches	61.9 inches/62.5 inches	62.8 inches/63.0 inches
Curb weight	3,445 lbs. (Fastback with automatic)	~3,920 lbs Coupe	3,488 lbs. (Coupe with manual)
Weight distribution, f/r	56.4%/43.6% (Fastback with automatic)	57%/43%	54%/46 (Coupe with manual)