Ford Mustang Shelby GT vs. 2008 Subaru Impreza WRX STI Comparison Test

2008 Subaru Impreza Hatchback

(2.5L 4-cyl. Turbo AWD 6-speed Manual w/VDC)
  • 2007 Ford Shelby GT vs. 2008 Subaru Impreza WRX STI Comparison Test Video

    Watch the 2007 Ford Shelby GT vs. 2008 Subaru Impreza WRX STI Comparison Test Video on Edmunds' Inside Line | September 25, 2009

1 Video , 22 Photos

  • Comparison Test
  • Second Opinion
  • Top 6 Features
  • Data and Charts
  • Editors' Evaluations
  • Final Rankings and Scoring Explanation
  • 2008 Subaru Impreza Specs and Performance
  • 2007 Ford Mustang Specs and Performance

Look no further than the hood scoops on the 2008 Subaru Impreza WRX STI and 2007 Ford Shelby GT to find the fundamental difference in their personalities. It's here that both cars' sense of purpose and ability is displayed prominently and publicly as a statement of their true character.

Integrated into the STI's hood is an elegant and somewhat menacing scoop that feeds air through the engine's intercooler. It's a functional and defining detail on all boosted Subarus and it enhances the car's already purposeful demeanor.

On the Shelby's hood lies a nonfunctional remnant of days gone by. Days when bias-ply tires were making the smoke. Days when performance was measured by the number of barrels in your carburetor. Days when cars were built with the delicate precision of dynamite. From the driver seat, we could see underneath the Mustang's hood scoop to the road ahead, a constant reminder that it's phony and just plain disappointing on a car that bears the name of such a legend.

Same Price Tag, Different State of Mind
So why compare two cars whose target customers are so different? Well, first of all, they cost the same. The STI is slightly pricier at $39,440, only marginally more than the $39,180 Shelby. With as-tested prices within $300 of each other, the reality of cross-shopping these two on price alone isn't an arguable point.

We'd argue that there's another common mission between the two: putting a smile on their owners' faces. Really, they're both about having fun. Whether that fun means late-night powerslides in the Wal-Mart parking lot or Sunday morning pace-note sessions up your local canyon road, depends only on your state of mind.

Plus, these two machines are remarkably similar in the power department. The STI's 2.5-liter turbocharged flat-4 is rated at 305 horsepower and 290 pound-feet of torque. The Shelby's 4.6-liter V8 is stronger than that, but not by much. It generates 319 hp and 330 lb-ft of torque, slightly more than a standard Mustang thanks to a more efficient exhaust system, cold air intake and a revised engine calibration (which mandates premium fuel). A six-speed manual transmission puts the STI's power to all four wheels, while a five-speed manual drives the Shelby's rears.

Doughnuts and Horseplay
Plant your right foot to the Shelby's floorboard and you're rewarded with an engine note so patriotic you'd swear Francis Scott Key tuned the car's dual exhaust. It's a deep, powerful sound that perfectly accompanies the thrust that comes with it. It'll take $800 in custom exhaust to get this much aural reward from the STI and even then it will only be pleasing if you happen to like the off-kilter thrum of a flat-4.

What's more, a dip of the clutch and jab at the throttle is a sure key to the best powerslides this side of a GT500. The Shelby GT's balance on smooth surfaces is good and the information it offers a driver through its chassis is encouraging enough that we found ourselves with ample confidence to drive it very hard. Its steering is light but responsive and communicative enough to inspire reasonable confidence. There are few rewards in life greater than executing a perfect, tire-smoking powerslide, gathering it up and pulling up confidently at the next signal. This happens often in the Shelby GT. It's the kind of fun you can't have in any Subaru. But like mullets and mopeds, it's a bit of a novelty.

If outright speed is your jones, you should buy the STI. This latest version of Subaru's flagship is silly fast on any surface you choose. It eats midcorner bumps like a turbodiesel wood chipper sucking down a sapling. It treats road irregularities, gravel and damp surfaces with the same indifference the Shelby does burnouts — they're all in a day's work.

Very few cars sold today will match the STI's midcorner speed. Nor will they exercise its mind-bending grip on the tarmac with such relaxed confidence. Its electronically controlled center differential and front and rear mechanical limited-slip differentials twist any road into submission.

The staggering speed comes from perfectly managing this combination of long-travel suspension, substantial power and Velcro-like grip. Part of that management strategy includes the three-way SI-Drive throttle switch on the console that allows the driver to adjust throttle response between pointlessly slow and just right. There are also nine settings for the center differential — three auto and six manual — which is too many, but testifies to the amount of control a driver has in this car. Bottom line: There's not a Mustang made that will match it on any real road.

Inside and Out
Unless a few Shelby badges and a high-effort Hurst shifter are your idea of interior upgrades, you won't notice much difference between the office of a Shelby GT and a standard Mustang. There are the same slick, flat seats, built-to-cost Ford switchgear and materials and presentation we've come to accept at the standard Mustang's $25,000 cost of entry. But this car adds a 55 percent premium, which isn't reflected in its interior.

The STI provides the expected bump in quality. From its Alcantara suede-and-leather-covered seats to its double stitching, to new plastics, there's a very different feel inside an STI than there is in a WRX. Too bad its six-speed tranny isn't as quick-shifting or precise as we'd expect given its direct-shift configuration, and its seats are too wide to be as supportive as we'd like. Still, they're better than the Mustang's wide, flat chairs.

There's also an automatic climate control system where the Shelby has only fan speed, temperature and mode dials. Our STI was fitted with the optional navigation system, which more than compensates for the minimal price difference between the two.

Outside, neither car will be mistaken for its lesser counterpart. Most obvious are the STI's huge fenders. Bulging at every opportunity, the new shape has the same polarizing effect on Subaru enthusiasts as did the new WRX. We think the hatchback shape expands its appeal to buyers who might have previously overlooked it as too boy racerish. But love it or hate it, you're not going to overlook it.

The Shelby offers equally juiced-up exterior styling. In 2007 it was only available in black or white but will be produced in Vista Blue with the same silver stripes for the 2008 model year. There's a unique front fascia, lower airdam and side scoops plus the not-a-hood scoop. Eighteen-inch Torque Thrust look-alike wheels are at all four corners. The wheels, scoops and stripes, however faux-retro, are striking in combination with the GT's black paint.

Living Life 13 Seconds at a Time
Predictably, the Shelby is 157 pounds heavier than the STI (3,508 vs. 3,351 pounds), which didn't help its case in our acceleration tests.

All-wheel grip and lots of grunt give the less powerful Subaru the ability to outrun the Shelby out of the hole — an advantage it holds all the way to the end of the quarter-mile. With an admittedly abusive launch, our STI hit 60 in 4.8 seconds — 0.4 second quicker than the Shelby.

Breaking the traps in 13.3 seconds, the Subaru's lead remains the same. Pulling hard, the Shelby gets there in 13.7 seconds, and has a 1.5-mph advantage in trap speed (103.9 mph vs.102.4 mph).

If drag racing is your thing, the Mustang is your car. Slap on some drag radials and it'll likely run with the STI. Plus, it feels a hell of a lot less likely to self-destruct during a day of redline launches. Subarus have always proven durable during our testing, but the physical load on the STI's drivetrain during a hard launch is unquestionably violent.

Brakes are another area where the hardware and engineering advantage of the Japanese car is apparent. Stopping from 60 in only 106 feet, the STI is in a different league than the Shelby, which requires 126 feet.

Look closely at the hardware and the Subaru's value and performance are clear. The STI is fitted with 13.0-inch rotors and four-piston Brembo calipers up front, while the Mustang makes due with 11.5-inch rotors and two-piston calipers. Perhaps an even greater factor in our single-stop test are each car's tires. The lighter STI's 245/40R18 Dunlop SP Sport 600 summer tires are far stickier than the Shelby's 235/50ZR18 BFGoodrich g-Force KDWS all-season tires.

Straightening the Curves, Flattening the Hills
Those stickier tires also helped the STI embarrass the Shelby in the slalom. At 72.0 mph this is the fastest Subaru we've ever tested. Despite its Ford Racing handling package, which is lower and more heavily damped than a stock Mustang, the Shelby only managed 68.0 mph — exactly the same speed as Ford's GT500. Unfortunately, the lower suspension lacks both travel and compliance, giving the GT a wagonlike ride.

Around the skid pad, however, the Shelby was surprisingly close, circling at 0.88g vs. the STI's 0.90g. It once again demonstrated the always-engaging ability to drive in never-ending sideways circles with a white haze pouring off its rear tires. Did we mention that this is fun? Or that it can't be done in a Subaru?

More valuable than our instrumented handling data is each car's real-world behavior. It's here that the Subaru's abilities are dramatically greater than the Shelby's. Its ride is compliant but controlled — a near-perfect compromise. In the real world where there are bumps, off-camber roads and gravel, there's simply no contest. On one winding California road we reached the Mustang's limits (and its bump stops) before the STI's driver even knew we were trying to keep up.

The Easy Winner
Unpack the data and the driving impressions and the results are overwhelmingly clear. In fact, out of the 46 categories scored in this test, the STI gave up only two to the Shelby: as-tested price and quarter-mile trap speed. It tied or won every single category in our 27-point evaluation, dominated when it came to feature content and was every editor's personal and recommended pick. That's kicking some major ass.

Of course this doesn't tell the whole story. The Shelby will put a grin on your face as quickly as it will autograph the tarmac in your local Wal-Mart parking lot. This, while great fun, is of limited value, which is why the Subaru wins. It's quicker in virtually every test and unquestionably quicker over any road. It rides and handles better and its interior is light-years ahead of the Shelby.

The takeaway is simple. If you want a driver's car, one that's as capable in a straight line as it is on virtually any road, the STI is your car.

There is one more little thing: Its hood scoop actually works.

The manufacturers provided Edmunds these vehicles for the purposes of evaluation.

Engineering Editor Jason Kavanagh says:
At 50 paces, this comparison test is a no-brainer. The Shelby GT's simmering stance alone is enough to turn any red-blooded American weak in the knees.

Unfortunately, it all goes pear-shaped for the fetching Shelby after that. The promise of its hood and fender scoops melts away when it becomes obvious that they're not only fakes, but poorly made fakes. This could be overlooked if the Shelby delivered a heavenly driving experience. Instead, it rides like a coal cart and has a shifter that is bad by 1966 standards. Performance cars aren't driven from the curb, and this Shelby provides precious little enjoyment for its driver on real-world roads save for a sensational exhaust note.

Fortunately, the Shelby's engine performance modifications, like the rest of its bits (apart from the tacky appearance items), are Ford Racing catalog packages that can be purchased for any Mustang. But that fact only renders the Shelby's disjointed bric-a-brac execution that much more irrelevant.

Point and snort all you want at the STI's frumpy grille and four doors. It's a superior car to the Shelby in nearly every sense.

These are two very different cars that are typically purchased by two very different buyers. Normally, performance features are heavy on our minds in a test like this. But for a Subaru buyer, practicality can't be ignored. We picked features that we thought would appeal to both camps, with an eye toward value.

Features

Features
2007 Ford Shelby GT 2008 Subaru Impreza WRX STI
All-wheel drive N/A S
Rear-wheel drive S N/A
Automatic climate control N/A S
Independent rear suspension N/A S
Navigation system O O
Six-speed manual N/A S


Key:
S: Standard
O: Optional
N/A: Not Available

All-wheel vs. rear-wheel drive: We included each car's drive configuration simply as a nod to acknowledging the benefits of each. From a scoring perspective these two categories are a wash. Rear-wheel drive allows for hooliganism in a way all-wheel drive never could. It's also typically more durable if you're a drag racer. But the advantages of a modern, sophisticated all-wheel-drive system are obvious every time one turns a wheel in anger in an STI.

Automatic climate control: Set-it-and-forget-it convenience is valuable in any car as long as the controls are simple and intuitive, which they are in the STI.

Independent rear suspension: Less unsprung weight, better handling, better ride control, comfort. Pick whichever you like, there are plenty of valid reasons for any performance car to have independent rear suspension.

Navigation system: This might not be a feature which is important to the typical Shelby buyer. However, when the competition offers the system for about the same money, it can't be ignored.

Six-speed manual: Having six gears allowed Subaru engineers to stack the first three very close together and make 1st gear very low. This is probably the only car sold today that requires two shifts to hit 60 mph but will still do it in less than 5 seconds.

Dimensions
Engine & Transmission Specifications
Warranty Information
Performance Information


Dimensions

Exterior Dimensions & Capacities
2007 Ford Shelby GT 2008 Subaru Impreza WRX STI
Length, in. 187.6 173.8
Width, in. 73.9 70.7
Height, in. 55.7 58.1
Wheelbase, in. 107.1 103.3
Curb Weight, lbs. 3,508 3,351
Turning Circle, ft. 37.7 36.1
Interior Dimensions
2007 Ford Shelby GT 2008 Subaru Impreza WRX STI
Front headroom, in. 38.6 40.3
Rear headroom, in. 34.7 37.6
Front shoulder room, in. 55.4 54.8
Rear shoulder room, in. 53.4 53.2
Front legroom, in. 42.7 43.5
Rear legroom, in. 30.3 33.5

Engine & Transmission Specifications

Engine & Transmission
2007 Ford Shelby GT 2008 Subaru Impreza WRX STI
Displacement,
liters
4.6 2.5
Engine Type V8 Flat-4
Horsepower (SAE) @ rpm 319 @ 5.750 305 @ 6.000
Max. Torque, lb-ft @ rpm 330 @ 4,500 290 @ 4,000
Transmission 5-speed manual 6-speed manual
EPA Fuel Economy City, mpg 16.0 17.0
EPA Fuel Economy Hwy, mpg 23.0 23.0
Observed Fuel Economy combined, mpg 18.5 17.7

Warranty

Warranty Information
2007 Ford Shelby GT 2008 Subaru Impreza WRX STI
Basic Warranty 3 years/36,000 miles 3 years/36,000 miles
Powertrain 5 years/60,000 miles 5 years/60,000 miles
Roadside Assistance 5 years/60,000 miles N/A
Corrosion Protection 5 years/Unlimited miles 5 years/Unlimited miles

Performance

Performance Information
2007 Ford Shelby GT 2008 Subaru Impreza WRX STI
0-60 mph acceleration, sec. 5.2 4.8
Quarter-mile acceleration, sec. 13.7 13.3
Quarter-mile speed, mph 103.9 102.4
60-0-mph braking, feet 126 106
Lateral Acceleration, g 0.90 0.90
600-ft slalom, mph 68.0 72.0
Evaluation - Drive
Evaluation - Ride
Evaluation - Design
Evaluation - Function

Evaluation - Drive

Overall Dynamics
Vehicle Score Rank
2007 Shelby GT 7.1 2
2008 Subaru Impreza WRX STI 8.5 1
Engine Performance
Vehicle Score Rank
2007 Shelby GT 8.0 1
2008 Subaru Impreza WRX STI 8.0 1
Transmission Performance
Vehicle Score Rank
2007 Shelby GT 6.7 2
2008 Subaru Impreza WRX STI 7.7 1
Brake Performance
Vehicle Score Rank
2007 Shelby GT 7.0 2
2008 Subaru Impreza WRX STI 9.2 1
Steering Performance
Vehicle Score Rank
2007 Shelby GT 7.0 2
2008 Subaru Impreza WRX STI 8.3 1
Handling
Vehicle Score Rank
2007 Shelby GT 6.8 2
2008 Subaru Impreza WRX STI 9.0 1
Fun to Drive
Vehicle Score Rank
2007 Shelby GT 7.2 2
2008 Subaru Impreza WRX STI 8.7 1

Evaluation - Ride

Overall Comfort
Vehicle Score Rank
2007 Shelby GT 7.0 2
2008 Subaru Impreza WRX STI 7.8 1
Ride Comfort
Vehicle Score Rank
2007 Shelby GT 6.5 2
2008 Subaru Impreza WRX STI 8.2 1
Wind Noise
Vehicle Score Rank
2007 Shelby GT 7.0 2
2008 Subaru Impreza WRX STI 7.3 1
Road Noise
Vehicle Score Rank
2007 Shelby GT 7.0 2
2008 Subaru Impreza WRX STI 7.3 1
Front Seat Comfort/Space/Access
Vehicle Score Rank
2007 Shelby GT 7.0 2
2008 Subaru Impreza WRX STI 8.0 1
Rear Seat Comfort/Space/Access
Vehicle Score Rank
2007 Shelby GT 7.0 2
2008 Subaru Impreza WRX STI 8.2 1
Driving Position
Vehicle Score Rank
2007 Shelby GT 7.3 2
2008 Subaru Impreza WRX STI 8.0 1

Evaluation - Design

Overall Design & Build Quality
Vehicle Score Rank
2007 Shelby GT 6.8 2
2008 Subaru Impreza WRX STI 8.1 1
Exterior Design
Vehicle Score Rank
2007 Shelby GT 7.5 2
2008 Subaru Impreza WRX STI 8.3 1
Interior Design
Vehicle Score Rank
2007 Shelby GT 6.8 2
2008 Subaru Impreza WRX STI 8.0 1
Interior Materials
Vehicle Score Rank
2007 Shelby GT 7.0 2
2008 Subaru Impreza WRX STI 8.2 1
Interior Control Tactile Feel
Vehicle Score Rank
2007 Shelby GT 7.0 2
2008 Subaru Impreza WRX STI 8.0 1
Squeaks & Rattles
Vehicle Score Rank
2007 Shelby GT 6.5 2
2008 Subaru Impreza WRX STI 8.0 1
Panel Fitment & Gaps
Vehicle Score Rank
2007 Shelby GT 5.7 2
2008 Subaru Impreza WRX STI 7.8 1

Evaluation - Function

Overall Function
Vehicle Score Rank
2007 Shelby GT 7.0 2
2008 Subaru Impreza WRX STI 7.6 1
Headlamp Illumination
Vehicle Score Rank
2007 Shelby GT 7.0 2
2008 Subaru Impreza WRX STI 7.2 1
Visibility
Vehicle Score Rank
2007 Shelby GT 6.8 2
2008 Subaru Impreza WRX STI 7.8 1
Instrument Panel (IP) Layout
Vehicle Score Rank
2007 Shelby GT 6.8 2
2008 Subaru Impreza WRX STI 7.8 1
Climate Control Layout
Vehicle Score Rank
2007 Shelby GT 7.0 2
2008 Subaru Impreza WRX STI 7.5 1
Audio System Layout
Vehicle Score Rank
2007 Shelby GT 7.2 1
2008 Subaru Impreza WRX STI 7.2 1
Secondary Control Layout
Vehicle Score Rank
2007 Shelby GT 7.0 1
2008 Subaru Impreza WRX STI 7.0 1
Interior Storage
Vehicle Score Rank
2007 Shelby GT 7.0 2
2008 Subaru Impreza WRX STI 8.2 1
Cupholders
Vehicle Score Rank
2007 Shelby GT N/A N/A
2008 Subaru Impreza WRX STI N/A N/A
Standard Cargo / Trunk Space
Vehicle Score Rank
2007 Shelby GT 7.0 2
2008 Subaru Impreza WRX STI 7.7 1
Maximum Cargo Space
Vehicle Score Rank
2007 Shelby GT 7.0 2
2008 Subaru Impreza WRX STI 8.0 1

Final Rankings

Final Rankings
Item Weight 2008 Subaru Impreza WRX STI 2007 Ford Shelby GT
Personal Rating 5% 100.0% 50.0%
Recommended Rating 5% 100.0% 50.0%
Evaluation Score 20% 79.9% 69.5%
Feature Content 20% 77.8% 22.2%
Performance 25% 98.8% 80.0%
Price 25% 99.3% 100.0%
Total Score 100.0% 91.1% 68.4%
Final Ranking 1 2
$39,440 $39,180

Personal Rating (5%): Purely subjective. After the test, each participating editor was asked to rank the vehicles in order of preference based on which he or she would buy if money were no object.

Recommended Rating (5%): After the test, each participating editor was asked to rank the vehicles in order of preference based on which he or she thought would be best for the average consumer shopping in this segment.

20-Point Evaluation (20%): Each participating editor ranked each car based on a comprehensive 27-point evaluation. The evaluation covered everything from exterior design to cupholders. Scoring was calculated on a point system, and the scores listed are averages based on all test participants' evaluations.

Feature Content (20%): For this category, the editors picked the top six features they thought would be most beneficial to the consumer shopping in this segment. For each vehicle, the score was based on the number of features it had versus the total possible (six). Standard and optional equipment were taken into consideration.

Performance Testing (25%): Both cars were subjected to all of our standardized instrumented tests: acceleration (0-60 time and quarter-mile elapsed time and trap speed), braking distance (60-0), slalom speed (600-feet) and skid pad (200-foot diameter). Points were awarded using a percentage calculation, with the best performing car receiving 100 percent in each test.

Price (25%): The numbers listed were the result of a simple percentage calculation based on the least expensive vehicle in the comparison test. Using the "as-tested" prices of the actual evaluation vehicles, the less expensive vehicle received a score of 100, with the remaining vehicle receiving a lesser score based on how much each one costs.

Vehicle
Model year2008
MakeSubaru
ModelImpreza
StyleWRX STI 4-door wagon AWD (2.5L 4cyl Turbo 6M)
Base MSRP$35,640
Options on test vehicleBBS forged aluminum wheels & navigation system package ($3,800)
As-tested MSRP$39,440
Drivetrain
Drive typeAll-wheel drive
Engine typeLongitudinally mounted flat-four
Displacement (cc/cu-in)2,457 cc (150 cu-in)
Block/head materialAluminum/aluminum
ValvetrainDouble overhead camshaft, 4 valves per cylinder, variable intake and exhaust valve timing
Compression ratio (x:1)8.2:1
Redline (rpm)6,700
Horsepower (hp @ rpm)305 @ 6,000
Torque (lb-ft @ rpm)290 @ 4,000
Transmission type6-speed manual
Transmission and axle ratios (x:1)I - 3.64, II - 2.24, III - 1.52, IV - 1.14, V - 0.97, VI - 0.76, final drive - 3.90
Chassis
Suspension, frontIndependent, inverted MacPherson struts, coil springs and stabilizer bar
Suspension, rearIndependent, double wishbone, coil springs and stabilizer bar
Steering typeRack-and-pinion with hydaulic power assist
Steering ratio (x:1)15.0:1
Tire brandDunlop
Tire modelSP Sport 600
Tire typeSummer
Tire size, front245/40R18 93W
Tire size, rear245/40R18 93W
Wheel size18-by-8.5 inch
Wheel materialForged aluminum
Brakes, front13.0-inch ventilated discs, four-piston fixed calipers
Brakes, rear12.6-inch ventilated discs, two-piston fixed calipers
Track Test Results
0-45 mph (sec.)2.9
0-60 mph (sec.)4.8
0-75 mph (sec.)7.1
1/4-mile (sec. @ mph)13.3 @ 102.4
Braking, 30-0 mph (ft.)27
60-0 mph (ft.)106
Slalom, 6 x 100 ft. (mph)72
Skid pad, 200-ft. diameter (lateral g)0.9
Sound level @ idle (dB)52
@ Full throttle (dB)75
@ 70 mph cruise (dB)71
Test Driver Ratings & Comments
Acceleration commentsThe STI's six-speed gearbox isn't the easiest to shift quickly despite its direct linkage. The best launch came by dropping the clutch at about 6,000 rpm.
Braking ratingExcellent
Braking commentsNo fade during our series of single-stop tests, although I did experience inconsistent pedal feel during hard driving. Still, this is an impressive number.
Handling ratingExcellent
Handling commentsSkid pad: Still not as communicative as the outgoing Evo (Evo IX). The new STI, nonetheless makes plenty of grip. Not as receptive to throttle inputs as I'd like. Slalom: Very, very stable through transition at neutral throttle and under acceleration -- perhaps to the detriment of (the above) skid pad number (ablility to rotate into a corner). Lots of grip and confidence.
Testing Conditions
Elevation (ft.)1121
Temperature (F)73
Wind (mph, direction)1 mph
Fuel Consumption
EPA fuel economy (mpg)17 city/23 highway
Edmunds observed (mpg)17.3 combined over 1,364 miles (worst 10.4, best 22.0)
Fuel tank capacity (U.S. gal.)16.9
Dimensions & Capacities
Curb weight, mfr. claim (lbs.)3,395
Curb weight, as tested (lbs.)3,351
Weight distribution, as tested, f/r (%)58.3/41.7
Length (in.)173.8
Width (in.)70.7
Height (in.)58.1
Wheelbase (in.)103.3
Track, front (in.)60.2
Track, rear (in.)60.6
Turning circle (ft.)36.1
Legroom, front (in.)43.5
Legroom, rear (in.)33.5
Headroom, front (in.)40.3
Headroom, rear (in.)37.6
Shoulder room, front (in.)54.8
Shoulder room, rear (in.)53.2
Seating capacity5
Cargo volume (cu-ft)19
Max. cargo volume, seats folded (cu-ft)44.4
Warranty
Bumper-to-bumper3 years/36,000 miles
Powertrain5 years/60,000 miles
Corrosion5 years/unlimited miles
Roadside assistance3 years/36,000 miles
Free scheduled maintenanceNot available
Safety
Front airbagsStandard
Side airbagsStandard dual front
Head airbagsStandard front and rear
Knee airbagsNot available
Antilock brakes4-wheel ABS
Electronic brake enhancementsBrake assist, electronic brakeforce distribution
Traction controlStandard
Stability controlStandard
Rollover protectionNot available
Tire-pressure monitoring systemDirect pressure measurement
Emergency assistance systemNot available
NHTSA crash test, driverNot tested
NHTSA crash test, passengerNot tested
NHTSA crash test, side frontNot tested
NHTSA crash test, side rearNot tested
NHTSA rollover resistanceNot tested
Vehicle
Model year2007
MakeFord
ModelMustang
StyleShelby GT
Base MSRP$26,875
As-tested MSRP$39,180
Drivetrain
Drive typeRear-wheel drive
Engine typeLongitudinally mounted flat-four
Displacement (cc/cu-in)4,600 cc (281 cu-in)
Horsepower (hp @ rpm)319 @ 5,750
Torque (lb-ft @ rpm)330 @ 4,500
Transmission type5-speed manual
Chassis
Suspension, frontIndependent, MacPherson struts, coil springs and stabilizer bar
Suspension, rearSolid axle, coil springs, lower control arms and stabilizer bar
Steering typePower Steering
Tire brandBFGoodrich
Tire modelg-Force KDWS
Tire size, frontP235/50ZR18 97W M+S
Tire size, rearP235/50ZR18 97W M+S
Brakes, frontVentilated Disc
Brakes, rearVentilated Disc
Track Test Results
0-45 mph (sec.)3.6
0-60 mph (sec.)5.2
0-75 mph (sec.)7.5
1/4-mile (sec. @ mph)13.7 @ 103.9
Braking, 30-0 mph (ft.)32
60-0 mph (ft.)126
Slalom, 6 x 100 ft. (mph)68
Skid pad, 200-ft. diameter (lateral g)0.88
Sound level @ idle (dB)51.3
@ Full throttle (dB)84.6
@ 70 mph cruise (dB)70
Test Driver Ratings & Comments
Acceleration commentsLaunching the Shelby GT is a matter of fine throttle control and patience. Although it never felt perfect, the 2.1-second 0-30 time equals the latest LS3 Corvette, which has an additional 111 hp and less weight. We found the quickest launch technique was to feed in the clutch at no more than 3,000 rpm while increasing the throttle application such that minimal wheelspin is produced. It's easy to go too throttle-heavy and spin the tires or go too throttle light and bog the engine.
Braking ratingAverage
Braking commentsThe Shelby's brake pedal never inspires confidence and its brake system is easily overwhlemed with heat during repeated stops. Its 126-foot single-stop distance from 60 mph isn't impressive. This number would improve considerably with stickier tires.
Handling ratingGood
Handling commentsThe Shelby's handling is better than a stock Mustang in some ways and not as good in others. On a smooth surface in a controlled environment like our test facility the Shelby makes better numbers and is more communicative and controllable than a regular Mustang. In the real world, however, where bumps are a reality, its lower suspension lacks the travel or damping control to be quicker.
Testing Conditions
Elevation (ft.)421
Temperature (F)56.2
Wind (mph, direction)1.5
Fuel Consumption
EPA fuel economy (mpg)17 city/25 highway
Edmunds observed (mpg)18.5
Fuel tank capacity (U.S. gal.)16
Dimensions & Capacities
Curb weight, as tested (lbs.)3,508
Length (in.)187.6
Width (in.)73.9
Height (in.)54.5
Wheelbase (in.)107.1
Legroom, front (in.)42.7
Legroom, rear (in.)30.3
Headroom, front (in.)38.6
Headroom, rear (in.)34.7
Seating capacity4
Cargo volume (cu-ft)13.1
Max. cargo volume, seats folded (cu-ft)N/A
Warranty
Bumper-to-bumper3 years/36,000 miles
Powertrain5 years/60,000 miles
Corrosion5 years/Unlimited miles
Roadside assistance5 years/60,000 miles
Free scheduled maintenanceNot available
Safety
Front airbagsStandard
Side airbagsOptional side airbags
Head airbagsNot available
Antilock brakes4-wheel ABS
Electronic brake enhancementsElectronic brakeforce distribution
Traction controlStandard
Stability controlNot available
Rollover protectionNot available
Emergency assistance systemNot available
NHTSA crash test, driver5 Star
NHTSA crash test, passenger5 Star
NHTSA crash test, side front4 Star
NHTSA crash test, side rearNot tested
NHTSA rollover resistance5 Star
Leave a Comment

Research Models

ADVERTISEMENT
ADVERTISEMENT
ADVERTISEMENT

Edmunds Insurance Estimator

TCO® insurance data for this vehicle coming soon...

For an accurate quote, contact our trusted partner below.

* Explanation
ADVERTISEMENT
ADVERTISEMENT
ADVERTISEMENT
Have a question? We're here to help!
Chat*
Chat online with us
Email
Email us at help@edmunds.com
*Available daily 8AM-5PM Pacific
Phone*
Call us at 855-782-4711
SMS*
Text us at ED411