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w w w . o a kv ill eb ea ve r.c o m O A KV IL LE B EA V ER W e dn es da y, O ct ob er 6 , 2 01 0 2 6 Continued from page 25 Cutting weight to improve perform- ance is a tradition among hot rodders, said Carroll Shelby, founded of Shelby American. It might not be as sexy as adding more horsepower or bigger brakes, but shaving pounds off a car is the single smartest move you can make. I havent yet had an opportunity to drive the GT500 on the track, but I found the reduced weight was noticeable in the handling department with a bet- ter front to rear weight distribution. The 2011 GT500 doesnt plow as much into the corners, although there is still considerable weight here as the coupe is 1,733 kg (3,812 lb) and the con- vertible 1,800 kg (3,960 lb). Wit the 550 ponies under the hood, acceleration is what you might expect. Step hard on the gas and that beautiful exhaust note takes over as you find your- self pinned to the seatback. According to Ford, the Shelby will do 0-100 km/h in a little over four seconds, almost as quick as it gets in a street legal machine. In spite of the beautiful exhaust note that comes from a new-for-2011 exhaust system, the new GT500 has significant NVH (noise, vibration, harshness) improvements. Overall road noise has been reduced by 20 per cent through the use of more sound-deadening material on either side of the instrument panel, additional sound absorption behind interior trim panels and a rear wheel arch liner to reduce noise on gravel or wet surfaces. Ford has gone to electric power-assisted steering this time around and it provides just enough feedback to let you feel in tune with the car. Other new features for 2011 include HID (high intensity discharge) headlamps, Fords MyKey pro- grammable vehicle key, integrated spotter mirror and fold down rear headrests. Also available this year is the optional glass roof that is offered on other Mustangs. Inside the cabin, visibility is excellent and it is easy to get a comfortable driving position, although the steering column will tilt, but not telescope. The look and feel of the materials inside is also improved as it has been in all Mustangs, however the seats were disappointing as they lacked a bit in later- al support. Mated with the new engine is a carry-over trans- mission, a Tremec six-speed manual. While the regular Mustang GT is actually more user friendly on the street, you could live with the GT500 on a daily basis, at least in spring, summer and fall. In winter, youd definitely have to replace those performance tires with a winter variety, but I doubt many GT500 buyers would subject their cars to win- ter conditions. While the 2011 Shelby has numerous updates, it still has the same old solid rear axle that has been a staple on the Mustang since its inception. That step with tradition has been a criticism of many over the years who believe Ford should go to an independent rear setup like the competition. However, even with the solid rear axle and the tweaks involved in the TrackPack to make the car race- ready, the ride in the GT500 is better than one might think. Only on the roughest of washboard roads do you feel the need to check if your fillings are still intact. But who said the GT500 was perfect. Its not a car that everyone would covet, but the sheer power and performance are enough to put it at the top of my list when I go out to spend those lottery winnings. The interior the Shelby GT500 has been refined somewhat from previous models. Materials are a step up, but there is still lots of hard plastic in the cabin of a car that, with options, can soar north of $60K. More horsepower, better fuel economy in 2011 version