Aside from the stereo, the only cabin tech feature are found in the Shelby GT500 are found in the instrument cluster along with the white-on-gray tachometer and speedometer.  In keeping with its performance-based persona, the Shelby GT500 has a couple of systems to notify the driver of when to shift gears.  One of these is driver-configurable: using three hard buttons on the dash, drivers can activate a unique audio-visual notification signal to alert them when to shift gears.  The notifications can be set to kick anywhere between 1,500 to 6,000 rpm.  Irrespective of the level that the latter system is set to, another warning light in the form of a yellow arrow on the dash comes on at around 2,500 rpm, also suggesting when to upshift.

The most “frivolous” feature on this car is also centered on the instrument cluster.  Using the same three-button cluster on the dash, drivers can select different colors for the instrument-cluster backlighting to cater to the widest possible artistic range, the car offers 6 preset colors and up to 125 user-configured colors.  The ubiquitous Ford two-line display beneath the tachometer (used to call up a range of systems from trip information to oil pressure) is left untouched.

Twist the key of the Shelby GT500 and all of its shortcomings evaporate.  The gusty V8 comes alive with unequivocal message that the main entertainment to be had in this car will be via the gas pedal.  The engine is mated to a heavy-duty 6-speed manual gearbox.  With short-throw shifter on one hand and the Cobra-embossed three-spoke steering wheel in the other, we set out onto the streets of Manila like Steve McQueen in Bullitt.

For having such blistering performance characteristics (500 horsepower, 658 Nm of torque, 0-100 km/h of 4.6 seconds), the GT500 displays relatively good road manners around town.  With MacPherson Struts upfront and a three-link live axle at the back, the car’s clearly tuned for spirited driving, but this doesn’t translate into a bone-shaking ride commonly associated with many stiffened suspension configurations.  In fact, it feels more or less as subtle and comfortable as the “regular strength” Ford Mustang GT I drove in the United States.

Unlike Steve McQueen, I had to abide by the road laws (we were traveling without a plate number for one), meaning I spent a good deal of time and effort with my left foot controlling the GT500’s clutch.  Clutch take-up’s a bit high, but once mastered, even hill starts can be done without smoking the tires too much.  One complaint I have with the Shelby is the rear wheels’ tenacity to break traction at the slightest road imperfection.  When this happens, the rear wheels undergo severe axle-hop, making the whole car judder and shake before regaining composure.  This is even worse when flooring the throttle—where wheel spin can occur from first to up to third gear.  It sure is fun, but not when you consider the cost of the fat 285/40 R 18 rear tires.

The most entertaining thing about driving the Shelby GT500 was the universal admiration the car received from passerby.  Men in particular would crane their necks to watch me cruise past, and on the odd occasion I caught someone’s eye, I was met with a knowing smile that said, “you lucky bastard.”

As ego-massaging as all this city slicking was however, there’s only one place the GT500 is happiest: on the open road.  Gunning the throttle results in a locomotive-like acceleration, and despite the car’s reliance on forced induction, power is very linear without any noticeable surge from the supercharger.  If you can’t feel the supercharger, however, you can certainly hear it: when pushing the car beyond 4,000 rpm, the supercharger whines like a siren, an unhappy coincidence as this car’s perhaps the biggest cop magnet on the road.

Flooring the gas pedal or kicking down a gear both result in the Shelby’s front end rearing up as power surges to the rear, while squeezing the accelerator when cornering predictably results in the loss of the back end.  Shifts with the short-throw stick are smooth and assured, and the shifter snicks into each gate with a satisfying precision.

Ok, we do have to admit the Shelby needs a better quality interior, given its P 6.5-million asking price. But at least everything's in the right place...we'd wish the stereo had the looks to match its sound, though.

There are a slew of cobra logos everywhere inside this car. The leather's not luxuriously top-notch, but they suffice in giving excellent support, especially in corners.

Compared to the regular Mustang, the GT500 had its tach moved to the right side. There's also a supercharger boost pressure indicator.