2020 gt350

2020 gt350 DEFAULT
  • Ford is continuing to build the GT through the end of November
  • The last GTR was already built
  • If you can, buy the GTR

Both time and supply are running out, but, yes, you still can get a Ford Mustang Shelby GT and GTR. In fact, Ford is still building the GTs for a few more weeks, through November as we understand it, but the last GTR has run down the assembly line and began its journey to the history books.

But that doesn’t mean they are all sold and spoken for. After all, history books, for cars anyway, almost always start at the dealership lot. And, after spending a few days in the Heritage Edition GTR, shredding Michelin Pilot Sport Cup 2 tires and listening to its horsepower siren song, I can personally guarantee, if you have the means, the GTR is absolutely the one to buy.

At first glance, that might seem a bit preposterous. The R is born out of the A equipment package and adds $12, to the cost. For the money, you get the R package, a larger carbon fiber rear wing and plastic front lip, millimeter wider tires in front and back, a wheel locking kit and adjustable strut mounts. Ford also takes away the rear seat. That’s just garnish, right? Wrong. Those changes add up to real and tangible benefits behind the wheel.

To start, the carbon fiber wheels are not just for show, or bragging at the bar stool, they significantly reduce un-sprung weight, improving turn-in response and feel. And what you feel is immense grip from section width front and rear tires. That means you’re working with more than a foot of tire at each corner. And, yes, I’ll admit, they look cool, too.

But adjustable strut mounts are all business, there’s nothing flashy to look at here. Typically, adjustable mounts allow you to change wheel alignment, in this case camber. And camber plays a big role in front to rear chassis balance. Just how easily do you want that rear-end to come loose? Obviously, you have the power to overwhelm the rear-axle, but this adjustment gives you yet another tool to have the balance you want.

Okay, I’ll admit that the larger front-lip and the carbon fiber and also larger rear wing are mainly for show. But to be fair, on a racetrack, at high speeds, they do legitimate work. The extended front-lip pushes the axle down to give you more turn-in bite and the rear spoiler adds stability under braking off the main straight.

And then there’s just the GTR's general tune and attitude. It takes all the GT's traits and turns them up one notch. It’s just that much more serious, more extreme, more emotionally impactful.

But then again, it’s also that much more money. $13 grand. A GT retails for $61,, the R starts at $74, And the GT is still marvelous. You still get Magnaride adjustable shocks, a Torsen limited slip differential, and Cup 2 tires. And you still get that liter, flat-plane crank Voodoo V8 belting out horsepower at 8, rpm. If adding the letter R removes it from your budget, get the GT and still get a driving enthusiast masterpiece.

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The Ford Mustang Shelby GT is absolutely glorious fun to drive. And, perhaps, the last of a breed of a more analog than digital machine, where the driver and the driver alone makes decisions about the car’s path and speed. It’s something to think about between now and the end of November.

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Sours: https://www.autoweek.com/news/sports-cars/a/do-you-want-a-ford-mustang-shelby-gtor-a-shelby-gtr/

Ford Mustang Shelby GT Final Drive | One tough goodbye

Once upon a time, I was a test driver working for Roush. I’d show up to a Ford building in Allen Park, Mich., at 6 a.m. five days a week, be given a set of keys, a drive route, a massive stack of paper and then be sent on my merry way for about seven hours. Every car I drove was a Ford or Lincoln in one of the various stages of pre-production builds. Nineteen-year-old me was in love with the gig. And c’mon, what teenage car nut wouldn’t love being paid to drive a brand-new car around?

But not all brand-new cars are created equal. Every brutally early morning, I'd stand in line, waiting. Eventually, names were called and the keys start flowing. "No cobra snake on that one, or those three. There’s still hope," I thought to myself. Finally, my name was called, and sitting on the table in front of me was exactly what I’d been wanting for the past couple of weeks: the key fob to a Ford Mustang Shelby GT I tried my best to not look too excited, but inside, I was positively giddy. The car gods graced me that fine, summer day, and somehow, I came away with an even higher opinion of the car than I had already built it up to be.

Fast forward five years, two months, a college education and countless cars later, and I’m back in the driver’s seat of the last new GT I’ll ever drive. Ford just finished telling me that neither the GT or GTR would be around for the model year. No surprise there. After all, releasing a Heritage Edition for any model is a decent indicator that it's not long for this world. Still, it's hard not to be sad that a car that meant so much to me half a decade ago is going away. It's like losing an old friend, but at least I will get the lucky draw again, this time for Autoblog's final drive of the GT I have one more chance to hear that soon-to-be-classic liter flat-plane-crank V8 scream its way to 8, rpm.

Ford didn’t change the standard GT for , but noticeable improvements were made for — you can check out the details in our First Drive here. In short, though, the changes contributed to better handling while retaining the same lovely powertrain. Ford didn’t fix what wasn’t broken, and the car remained % true to what it was to begin with.

Our Heritage Edition tester adds special paint, stickers and badges, but nothing else. Ford used Ken Miles’ Mustang GT fastback racer as inspiration for the Wimbledon White and Guardsman Blue color scheme. 

“To be able to duplicate with Wimbledon White and specifically the Guardsman Blue. To be able to tie it with a bow back to how it started was pretty cool,” said Jim Owens, Ford Mustang and Shelby marketing manager. “And from a marketing perspective and from somebody who knew Carroll and knew how happy he’d be with this car, it was cool to do.”

Fun fact: Ford still had Guardsman Blue paint from the s in cold storage, and it used this paint to get a perfect color match for the stripes and Shelby badges on the new GT Both the stripes and side decals are stickers, not painted, but they appear just as they would have over 50 years ago.

I think the appearance package is a nostalgic success, and buyers seem to agree. Ford says the Heritage Edition is the most popular color scheme of The $1, package isn’t an egregious premium to pay over the $61, base car, and despite it clearly being popular (Ford isn’t limiting production numbers), it’ll still be rare enough considering it's a single model year option.

Ford wouldn’t tell us much more about the timing of this model’s disappearance beyond referencing the natural order of Mustang variants coming in and out of the lineup. Now that the GT has stepped in as King Mustang, there’s inherently less space for the GT and GTR. If you don’t want to spend GT money, Ford is at least offering up the Mach 1 as a replacement for , but that's more of a mash-up of the also-discontinued Bullitt and GT And that mash-up does not include the flat-plane-crank "Voodoo" liter. It'll have the Bullitt's "Coyote"  

So, this isn't just a goodbye to a car, it's a goodbye to an engine that was already on its way to legend status five years ago as the only engine this side of Maranello with a flat-plane crank. It's what gives the GT its unmistakable high-pitched, burbling chatter. Five years on, the thrill of wringing it out hasn’t subsided, yet it's not the only thing that makes this Shelby so special. 

When I describe driving the GT to folks, I typically say it does not drive like a Mustang. It doesn’t go, steer or brake like other Mustangs. Every one of those elements are heightened to a proper sports car level, making it a car that can legitimately appeal to those who never would’ve considered a Mustang. It’s good enough to run toe-to-toe with any sports car under $,, and can put up a hell of a fight with even more expensive cars. 

One trip under a bridge at full chat, and I’m immediately fawning over that exotic and muscular soundtrack that grabbed me so powerfully in the beginning. Nothing else on sale today sounds similar, and there isn’t another car for its price that sounds better. 

The mph time of around seconds doesn’t even begin to tell the acceleration story. Versus a Camaro SS or Hemi-equipped Dodge, it’s a little slow out of the gate. Ford didn’t gear the GT for splashy times on magazine covers. You’re forced to shift into second right as the speedo crests 50 mph and is heading for 60, wasting precious tenths of a second. I’d argue, what does it matter if it does mph in seconds versus ?

What is important, is that second and third gear are utterly perfect to play around with on a fast, twisty road. I find myself swapping between the two shorter gears all the time, yanking the lever from third back into second, blipping the throttle and making the climb past 8, rpm time and time again as the road straightens out. Its horsepower and pound-feet of torque is addicting and perfectly usable on the road. I've driven an awful lot of cars since first experiencing this engine and gearbox five years ago, but I’m just as enamored. Besides its unique engine, the GT is also the only Mustang to get the Tremac TR six-speed transmission. Its gates are far more precise in feeling than the regular GT's Getrag gearbox, and while the clutch is on the lighter side for this much power, it’s a good fit for the engine's quick-revving and playful attitude.

The brakes are downright heavenly. Ford has given the GT brake feel and pedal travel fit for a supercar. It’s firm from the very first centimeter you press down, scrubbing speed with little effort in an instant. Very few sports cars have brakes that feel this good. It adds an extra layer of confidence and security when you’re pounding around back roads and the racetrack alike.

But unfortunately, the GT’s biggest vice is the same one it’s had from the start. Where the road goes, so goes this Mustang. I was warned about its propensity to follow the contours of the road from fellow co-workers who had already driven the GT back when I was working as a test driver. Even today, the sticky Michelins combined with the no-compromise, track-intended suspension design are heavily influenced by poorly maintained roads. Keeping it away from the road’s shoulder can be a fight at times. It’s called tramlining, and it can be scary at first. You can tame it if you keep a strong hand on the wheel and pay extra close attention to where the car is on the road, but it's a mental load you don’t have to deal with in many other sports cars.

Smooth roads and the racetrack are where this Mustang truly comes into its own. The steering is better than it was in the beginning — more feel, improved weighting — and the MagneRide suspension strikes a lovely balance between performance and comfort. This car is completely livable on the highway, as any Mustang should be.

The first and last point concerning any drive in a GT should always be the noise it makes. Inside and outside the car, it’s a uniquely perfect combination of Italian supercar scream and American muscle car snarl. It’s the element that will be mentioned first when this car is recalled five, 10, 25 years from now. From the first prototype in to the final production version in , it’s been an absolute smile machine. Even on its way out, Owens tells us that Ford considers the GT to be “a clear demonstration of the engineering prowess of the men and women of Ford Performance.” The GT might be the ultimate Mustang halo for , but in death, the GT still looms as a giant in the Ford Performance halls. 

My last gasp of driving one only reinforces its status as a high-water mark for the Mustang. So long, GT Your roaring and yowling will be missed.

Related Video:

Ford Shelby GT Information

Ford Shelby GT
Sours: https://www.autoblog.com//10/01/ford-mustang-shelby-gtheritage-edition-final-drive/
  1. Pop slots problems
  2. Bioadvanced lawn fertilizer
  3. Kawaii wish


The Ford Mustang Shelby GT is a powerful, high-strung muscle car designed to rock race tracks while still being at home on the street. Its special liter V-8—code-named Voodoo, with good reason—makes horsepower and revs to a dizzying rpm with an unforgettable shriek that sounds more Ferrari than Ford. The GT's suspension is tuned tautly enough to handle cornering at race-track speeds without being bone-jarring on the street, and it has brakes to match. If you're a dedicated track rat, want even more on-track performance, and don't care if your GT is uncomfortable to drive on the road, there's the all-out GTR. It's fitted with stiffer race-ready suspension, lightweight carbon-fiber wheels, and more aggressive aerodynamic components.

What's New for ?

The GT received a number of useful updates, so the changes for are minor. All GTs are now equipped with FordPass Connect, which enables the car to connect to the internet, serve as a Wi-Fi hotspot, and receive live traffic updates. There's also a palette of available new colors with retro names, including Grabber Lime, Iconic Silver, Rapid Red Metallic Tinted Clearcoat, and Twister Orange Metallic. Unfortunately, Ford has announced that it will end production of the GT after this model year. That leaves the hp supercharged GT as the lone Shelby Mustang.

Pricing and Which One to Buy

If you're entranced with the GT, we think there's only one way to go: with the standard model, which is thousands less than the edgy GTR. Forgo the short list of options; the GT comes thoroughly equipped for serious track driving, with standard Michelin Pilot Sport Cup 2 track-focused tires, and coolers for oil, transmission, and differential. But know that similarly priced competitors such as the hp Chevrolet Camaro ZL1 and hp Dodge Challenger SRT Hellcat are far more powerful and faster in a straight line—the Camaro is also a great race-track car—which makes them viable competitors and worthy of consideration. And then there's this: Ford is bringing a new Shelby GT to market with a supercharged liter V8 (not the Voodoo engine) with hp.

Engine, Transmission, and Performance

Rock 'n' roll ain't noise pollution. Neither is the ungodly roar from Ford's raucous, high-revving hp V-8, code-named Voodoo. Like learning how to be a snake charmer, taming the wild engine takes time and tenacity. Its natural aspiration and peaky nature make it docile at low revs. Crest rpm, however, and a thrust-filled crescendo builds until the rpm redline. Likewise, the six-speed shifter slots precisely into each gear and rewards ratcheting through the ratios. The buoyant clutch is effortless, with fluid feedback that doesn't punish your left leg in stop-and-go traffic. In our testing, the GT shot from zero to 60 mph in seconds; the R version was a tad quicker at Both trail behind the high-powered Chevy Camaro and Dodge Challenger but contend with other high-dollar rivals. It has a hair-raising soundtrack and ethereal track ability, yet the Shelby GT is still surprisingly livable in daily driving. Add tenacious grip, brilliant brakes, and satisfying steering, and you are treated to a symphony not just of sound but of pure, unbridled driving pleasure. Regardless of model, the Shelby's chassis is excellent; its limits are easily explored and exploited. The electrically assisted steering performs best on smooth surfaces at any speed, but it can be unpredictable on choppy streets where darting reverberations are disconcerting. The touchy brake pedal on our GT test car took some getting used to. Its initial bite was met with a tremendous response that felt too eager around town. That same feeling provided fortuitous reprieve at high speed, however.

Fuel Economy and Real-World MPG

The Shelby GT is a conversation starter, especially at gas stations, where fill-ups are frequent. Its EPA-rated fuel economy is on par with its arch rivals from Chevy and Dodge, and its real-world rating is similar, too. The Shelby GT we tested earned 19 mpg on the highway in our real-world test, falling 2 mpg shy of its EPA rating.

Interior, Infotainment, and Cargo

At first glance, the Shelby GT interior appears identical to that of the regular Ford Mustang. The mix of modern and retro styling is sweet, and front-seat legroom is abundant. Although faux-suede trim and Shelby badging are specific to the GT and add some differentiation, the plentiful hard plastics look and feel low-grade for a car at this price point. A pair of standard Recaro front sport seats are supportive yet still quite comfortable but only offer basic seat adjustments. We like the thin cross section of the flat-bottom steering wheel, which avoids the thick-rim trend. The GT is a hoot at the track and also an agreeable travel companion. In our testing, it held the second-most carry-ons and the most interior storage space among its space-challenged competitors. The back seat stows with a pull-strap release and folds up by hand. Only the Dodge Challenger we tested held more luggage than the Shelby.

Infotainment and Connectivity

The standard infotainment system—called Sync 3—has an attractive interface and user-friendly interactions, and it features Apple CarPlay and Android Auto capability. Unfortunately, the touchscreen's average response time and lack of customization are flaws. A speaker B&O Play audio system is available to better hear a guitar-melting riff by an old-school rock band.

Safety and Driver-Assistance Features

Neither the Shelby GT nor the GTR has been crash-tested by the National Highway Traffic Safety Administration or the Insurance Institute for Highway Safety. While driver-assistance technology is in short supply on these Shelby twins, blind-spot monitoring and rear cross-traffic alert are available. Otherwise, they have useful integrated blind-spot mirrors that provide good rearward visibility.

Warranty and Maintenance Coverage

The Shelby has comprehensive coverage that aligns with domestic rivals. Compared with the BMW M4 and the Porsche Cayman S, it has less limited protection but a better powertrain plan.

  • Limited warranty covers 3 years or 36, miles
  • Powertrain warranty covers 5 years or 60, miles
  • No complimentary scheduled maintenance
Sours: https://www.caranddriver.com/ford/mustang-shelby-gtgtr
YES I’m BUYING A 2020 SHELBY GT350! *Here’s Why!

Ford Mustang Shelby GT Heritage Edition First Test: MT Tested, Enthusiast Approved

The Heritage Edition’s goodies might only be cosmetic, but we just had to test one.

Ford Mustang Full Overview

The Ford Mustang Shelby GT is a hellacious beast, a flat-plane-cranked track and backroad warrior that certainly ranks among the best-driving factory cars ever conceived. Yet despite the GT's fearsome abilities, it's also a shockingly capable daily driver thanks to a well-sorted ride, familiar interior ergonomics, and a feel that's visceral and fun even around town.

Unfortunately, Ford is discontinuing the GT and its harder-core GTR sibling after this model year, so the Heritage Edition tested here serves as something of a send-off. Introduced for and available for both versions of the car, the $1, bundle brings no mechanical changes, adding only the legendary Wimbledon White/Guardsman Blue livery, some blue badges, and a dash plaque. (The price and look are nods to the original GT's victory in its debut race, with Ken Miles behind the wheel, in )

Underneath the iconic visuals, an update last year brought learnings from the development of the mighty GT, resulting in stickier Michelin Pilot Sport Cup 2 tires, retuned dampers and springs, updated aero, and recalibrated braking-system electronics. There were no changes made to the sonorous and vicious liter naturally aspirated flat-crank V Given we've already driven and tested the GT, this cosmetically enhanced version's performance came as no surprise. But when you have a chance to cane a special Mustang, you cane a special Mustang. For science.

As with previous GTs, extracting maximum off-the-line thrust in our non-R test car was a matter of road test editor Chris Walton dumping the clutch and carefully managing the throttle to maintain traction. Making the same hp and lb-ft, the GT Heritage Edition scorched to 60 mph in seconds and through the quarter-mile in seconds at mph, with the Voodoo V-8 howling like hell's own death sled. Those times are each just a tenth behind those we recorded during a comparison test with the Porsche So, let's call it confirmed: Stripes do not, in fact, make a car quicker.

The GT's handling remains sublime, and the communication from its tires to your fingertips gloriously direct. On warm rubber, the car knifes toward apexes with alacrity, and the intensity of the signals sent through the steering wheel shocks your hair on end like the world's most wicked Van de Graaff generator. The six-speed manual's throws can be long and overly stiff, but those are the only issues with the primary controls, which offer precise responses only matched—and exceeded (if you can believe it)—by those of the stonking, hp GT

The brakes are as strong, consistent, and confidence-inspiring as ever, with Walton recording a distance of exactly feet. A one-off result? Hardly. The five stops used to determine the final number rang in between and feet. The rear end wiggles some under hard braking, but the GT never feels like it's going to come around on you, and any slides are easy to catch. And, as testing director Kim Reynolds noted while recording this GT's lateral-g and second figure-eight figures, even with the stability control deactivated, a soft electronic net remains active should your hubris somehow exceed the car's stupid amount of grip.

With the current-generation Shelby GT now at the end of its line, the Heritage Edition is a fantastic reminder of a lineage well worth celebrating—and enjoying at the limit.

Looks good! More details?
Ford Shelby GT (Heritage Edition)
VEHICLE LAYOUTFront-engine, RWD, 4-pass, 2-door coupe
ENGINEL/ hp/ lb-ft DOHC valve V-8
TRANSMISSION6-speed manual
CURB WEIGHT (F/R DIST)3, lb (53/47%)
MPH sec
QUARTER MILE sec @ mph
MT FIGURE EIGHT sec @ g (avg)
MPH sec


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Sours: https://www.motortrend.com/reviews/ford-mustang-shelby-gtfirst-test-review/

Gt350 2020

Great things don't always last forever. In fact, some of them go out in their prime—Chris Farley, Jolt Cola, Barry Sanders's NFL career. Much to our dismay, one of the greatest pony cars since the invention of the internal combustion engine now joins that list. As if hasn't been a big enough bust, we must now find ways to cope with the loss of the Ford Mustang Shelby GT and its track-rat brethren, the GTR.

When the GT arrived in , it was an instant hit. A liter V-8 with a flat-plane crank pumped out horsepower and was complemented by a six-speed manual transmission and a lively chassis. It quickly dispatched a Corvette Z51 in a comparison test, where reviews editor Tony Quiroga stated, "If Porsche's GT team built a Mustang, it would be the GT" Shortly after, the GT would win back-to-back 10Best awards, spend 40, miles under our care, and eventually beat out a Toyota Supra, Porsche , and BMW M2 Competition in another comparison test.

HIGHS: The sound of a flat-plane-crank V-8 at rpm, a chassis tuned for greatness, all the lasting memories.

Quiroga was on to something. As the GT and R aged, Ford turned the tuning knobs to improve its thoroughbred. More recently, we stacked a Corvette Z51 up against a Porsche GT4, but perhaps the Chevrolet wasn't the right fit. The GTR and Porsche's to-die-for hatch might have been more thematically aligned. Both track specialists are two-seaters, ride on gummy Michelin Pilot Sport Cup 2 rubber, have amazing do-it-yourself gearboxes, and feature two of the most special engines available on the market today. But it's not just the hardware that defines these sweethearts, it's the experience they deliver.

The GT has always had fantastic steering, but it's been plagued by the tendency to tramline, faithfully following ruts in the road. For , the GTR receives a revised steering knuckle from the Ford Mustang Shelby GT that increases the caster to improve steering precision and straight-line stability. Even with the adjustable camber plates kicked all the way in, the front wheels' eagerness to follow every crack in the road is largely removed. Around the skidpad, the Mustang clung to the tarmac with g of force. That's better than both GT4s we've tested. On the streets, the revised steering rack speaks loud and clear through the fuzzy steering wheel, communicating what the chassis wants. And what it wants, always, is more action. The GTR changes direction like the aforementioned Sanders in his prime. It'll destroy corners and highway ramps and make whoever's riding shotgun question your sanity.

LOWS: Sad goodbye to a special engine, grip might cause passengers to question your sanity, more expensive than the GT

For , Ford swapped out the previous crossed-drilled brake rotors for non-drilled discs because the latter are more durable and less expensive. The pedal feel remains firm and progressive, and during repeated panic stops the brakes shrug off the abuse, bringing the GTR from 70 mph to a standstill in feet. Yes, that's better than the GT4. It's a different story standing on the center pedal at mph. While fade wasn't an issue, the Mustang's pounds certainly didn't help its cause. At feet, its to-zero-mph figure was 20 feet beyond the lighter GT4 with the optional carbon-ceramic brakes, and eight feet farther than the with standard iron rotors.

And then there's Voodoo, the naturally aspirated, snarling, high-revving V With two resonators removed from the exhaust to help shave some weight, cold starts will rattle cinder-block garage foundations apart. The deafening swing of the tach on its way to rpm peaks at 96 decibels in the cockpit, and the ensuing snaps and crackles during deceleration are prominent enough to raise Henry Ford himself from the grave. The six-speed is robust, and gear changes are mechanically heavy as the blast to 60 mph occurs in seconds, bisecting the times we've recorded in the GT4s. The GTR roars through the quarter-mile in seconds at mph, again cleaving the performance of the Porsches. But the Voodoo is more than just a straight-line performer. It begs to be rung out at every opportunity, such that bystanders will beg you to stop.

If the GTR is so great (and it is), why is it joining the Mustang Ghia and 7-Up Edition on the list of Mustangs past? Maybe because the fire-breathing horsepower GT starts for $ less than the GTR's $74, base price, which is $ more than the previous year. Or perhaps the bean counters in the warranty department could no longer justify the replacement cost of the Voodoo long block, which consumes 5W like John Daly does Diet Coke. Ford says the death of the GT makes room for the forthcoming Mach 1 Mustang, but the Blue Oval set itself what might be an impossible benchmark with the GT and R. We've already stamped the GT4 as the best car of , which it certainly is. But the final version of the GTR isn't far off, delivering all the same emotions and sensations at a much cheaper price point. It will depart as one of the greatest pony cars ever conceived, one that proved that hyperbolic horsepower isn't everything. Fly high, Shelby GTR. We'll see you on the other side.



Ford Mustang Shelby GTR

front-engine, rear-wheel-drive, 2-passenger, 2-door coupe

$75, (base price: $74,)

DOHC valve V-8, aluminum block and heads, port fuel injection
in3, cm3
hp @ rpm
lb-ft @ rpm

6-speed manual

Suspension (F/R): struts/multilink
Brakes (F/R): in vented disc/in vented disc
Tires: Michelin Pilot Sport Cup 2, F: /30R (98Y) R: /30R (Y)

Wheelbase: in
Length: in
Width: in
Height: in
Passenger volume: 55 ft3
Trunk volume: 14 ft3
Curb weight: lb

60 mph: sec
mph: sec
mph: sec
mph: sec
Rolling start, 5–60 mph: sec
Top gear, 30–50 mph: sec
Top gear, 50–70 mph: sec
1/4 mile: sec @ mph
Top speed (mfr's claim): mph
Braking, 70–0 mph: ft
Braking, –0 mph: ft
Roadholding, ft-dia skidpad: g
Standing-start accel times omit 1-ft rollout of sec.

Observed: 15 mpg

Combined/city/highway: 16/14/21 mpg



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Sours: https://www.caranddriver.com/reviews/a/ford-mustang-shelby-gtr-by-the-numbers/
Don't waste your money on a GT350R buy a 2019-2020 GT350 instead

is final year for Ford Mustang Shelby GT

One of the most beloved cars on the market will soon be out of production.

Ford on Thursday announced that its Mustang Shelby GT, along with the more hardcore GTR edition, will be phased out after Production ceases this fall.

The news doesn't come as a full surprise as the GT was noticeably absent when Ford announced updates to the Mustang lineup in September.

In a statement, Ford said the GT and GTR were always planned to be phased out once the Mustang Shelby GT was in full production.

As some solace, Ford will offer the new Mustang Mach 1 for It misses out on the GT's awesome liter, flat-plane crank V-8, coming instead with the Mustang GT's regular liter V-8, though it does feature some goodies from both the GT and GT This includes the GT's 6-speed manual and oil cooler, as well as additional heat exchangers for the engine oil, plus the rear axle cooling system from the GT The Mach 1 will also sports suspension elements from the GT and GT

The GT and GTR arrived for the model year, though there were a limited number of examples, to be exact, to mark the 50th anniversary of the original Ford Shelby GT built by Carroll Shelby. Over the years, Ford made minor updates to the cars but one thing remained constant, and that was a combination of a 6-speed manual and a naturally aspirated V-8 with horsepower and pound-feet of torque.

Given the way emissions regulations are headed, there may never be a car like it again from Ford.

Sours: https://www.motorauthority.com/news/_is-final-year-for-ford-mustang-shelby-gt

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