It feels strange kicking off my 2024 Essen Motor Show coverage with a spotlight, but sometimes, you need to take a break from the madness of a huge event like this one.
While the show rages on below, I’ve retreated to the media suite upstairs to recharge. And what better way to do that than by telling you about my two all-time favourite cars ever built in America?
For those still getting a sense of my automotive tastes, let me lay it out: my dream three-car garage consists of my very own BMW 740i Sport, a Porsche 964 Turbo S 3.3 Lightweight, and a 1967 Shelby GT Mustang.
My BMW is a non-negotiable in the garage, while the 964 only just wins out against the 993 Cup 3.8 RSR. The Shelby? That could easily be replaced by a split-window 1963 Chevrolet Corvette Stingray, depending on my mood.
So, imagine my shock when I turned a corner at EMS and found a matching GT500 and Stingray parked side by side on the V8 Werk stand in Hall 7 at Messe Essen.
Yes, I stopped dead in my tracks, speechless, wondering if I’d fallen into a fever dream. You see, these cars are as rare as they come in the world of ’60s American sports and muscle cars, with a desirability factor that’s through the roof.
The split-window C2 Corvette was only available in 1963, the model’s debut year, thanks to Bill Mitchell’s design direction. To me, it’s one of the most iconic shapes in automotive history, taking inspiration from the outlandish spine of the Bugatti Type 57 and refining it into the sleek, fastback coupe we know today.
When it debuted, the C2 must have been a revelation. With its compact dimensions, bulging haunches, sharp swage line, and signature pop-up headlights, it was a world apart from the more traditional 1962 Corvette roadster it replaced. In comparison, the C2 felt like it had been designed in another century.
Inside, the C2 was just as radical. The dashboard featured two large arches housing the instruments for the driver, along with a lockable glovebox for the passenger. The Corvette was no longer a silly little summer weekend toy; it had evolved into a car you could comfortably use every day.
That said, it wasn’t just about looks and comfort – it was still a serious performance car for the time. A 327ci (5.4L) small-block V8, producing between 350 and 360hp depending on your budget and how badly you needed to win those traffic light drag races against your neighbours, sat behind the shark-nose front.
A stiffer chassis, shorter wheelbase, and lighter body meant the Stingray weighed less than the roadster that came before it. Combined with faster steering, bigger brakes, and wind-tunnel-tested aerodynamics, the C2 could go, stop, and handle far better than its predecessor.
Yet, no matter how much I adore the Stingray, I can’t help but be drawn to the bruteness of the Shelby GT500. After nearly two years of the GT350 – Carroll Shelby’s race-focused, lightweight masterpiece – he and the team at Shelby American decided to take bigger steps to differentiate their cars from Ford’s typical Mustang.
One of the most noticeable changes was the car’s bodywork. The GT500 received a longer, more aggressive fibreglass nose cone and a Kamm tail rear fascia with an integrated spoiler. The front grille housed a pair of central spot lamps, and the iconic three-bar taillights were swapped for much wider items borrowed from the Mercury Cougar.
Gone were the rear side louvres, replaced by functional ducted scoops and lower brake cooling scoops. The fibreglass hood was now fitted with a scoop to improve engine cooling and airflow because with the 428ci (7.0L) ‘Police Interceptor’ V8 crammed under that bonnet, it was going to need it!
The engine, based on Ford’s 390ci block, churned out around 360hp and 420ft/lbs of torque. While the GT500 might sound like the more brutish of the two, the truth is it was much tamer than the GT350.
The GT350, with its racing focus, was sometimes considered too rough and aggressive for regular driving. The GT500, on the other hand, ironed out some of those rough edges by dropping the more highly-strung V8 and limited-slip differential in the back, amongst other small details.
As much as the boy racer in me yearns for a ’67 GT350 – ready to take more abuse, but with the gorgeous Shelby-designed nose and tail – the reality is that with GT350s and GT500s selling for well over US$200,000 these days, I’d probably be terrified to truly explore their full potential.
So maybe the GT500 would make more sense – a perfect balance of power, style, and more usable road manners.
I had the privilege of experiencing not one but both of these dream machines at the same time, all thanks to the folks at V8 Werk, who poured thousands of hours into restoring each car for the same owner. How could I possibly resist an invitation to visit their workshop and showroom? Though, to be honest, I might be too busy pinching myself to take any photos!
Mario Christou
Instagram: mcwpn, mariochristou.world
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The 2024 Essen Motor Show on Speedhunters
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