Page 36 - Motor Trend (February 2020)

FIRST DRIVE I Ford Mustang Shelby GT500
“ y gawd,” was the first thing,
the only thing I could say after
hot-lapping the 760-hp Shelby
GT500 on a track. “What a thing!”
(C’mon, Walton, pull yourself
Mtogether, use proper descriptors.)
“I mean, a helluva thing, a monster!”
I was literally a few words shy of speechless,
it was such a revelation. Like the mid-
engine Corvette, this American icon pushes
the limits—and the storied Europeans with all
their heritage and rare-air technology—to the
edge of what we once thought possible. I don’t
write glibly when I say this new Shelby is both
a sobering and enthusiastic realization.
The car had such explosive power,
controlled and exploitable through the bril-
liantly tuned Tremec twin-clutch seven-
speed automated manual and Torsen limit-
ed-slip differential. Think Porsche GT2 RS.
Yes, I just wrote that.
The GT500 also provided so much
mechanical and aero grip that it attacked
racetrack curb hopping and wide-open
sweepers with equal poise and confidence.
Think Jaguar XE SV Project 8.
The seat belt–straining brakes and finger-
tip-controllable steering produced nearly
equal 1.3 g loads in their respective direc-
tions. Think AMG GT S.
This isn’t just the best Mustang ever, or
even just the best Shelby GT ever. It’s one of
the best sports cars in the world right now,
ready and willing to go wheel to wheel for lap
times and pinks. Bring it.
To be clear, the Shelby I had just driven
was equipped with the $18,500 Carbon
Fiber Track package (CFTP)—elevating, not
inflating, the GT500’s base price to $92,495.
Although they sound and “go” the same, the
base trim and the one equipped with the
CFTP feel like distinct cars.
The package alters the GT500’s demeanor
from a criminally loud, fast, fun, well-sorted,
and highly predictable sports car—with more
THIS CHANGES
EVERY
power than it sometimes knows what to do
with—to a track-focused world-class supercar
that excels and thrives because of that power.
That it also provides so much driver feed-
back in such a neutral and balanced fashion is
a real rarity. I’ve been fortunate to drive a few
race cars, and this is as close as a car can get to
that with a fully outfitted interior and enough
road manners to live with daily. That’s not an
exaggeration, nor is it easy to achieve.
Without knowing it (perhaps), the engi-
neers and vehicle dynamics development
drivers at Ford Performance endowed the
GT500R (that’s what I’m calling it) with
the same spirit mission as McLaren “LT”
and Porsche “RS” badged cars. During the
GT500R’s development, the team had
driven Camaros and Hellcats, sure, but
also McLarens and Porsches.
It’s not hard to imagine why this new,
specially equipped Shelby embodies and
provides that same level of no-compro-
mise total performance in a limited produc-
tion series. Based on the production capacity
of the bespoke carbon-fiber rear wing
and carbon-fiber wheels (first seen on the
GT350R), Ford’s current estimate for the
GT500R for model year 2020 is one-third of
total GT500 production. These estimates will,
of course, increase over time; both suppliers
are ramping up to produce more parts.
So what makes the “R” so special? It’s
equipped with new (and adjustable) front
suspension geometry, unique springs, and
the latest generation of active/adjustable
magnetorheological dampers, both tuned
specifically to take advantage of the 20-inch
carbon-fiber wheels (11 inches wide up front,
11.5 inches rear) that replace flow-formed
aluminum; the new wheels are 35 pounds
lighter per corner than the aluminum ones.
Tires go from excellent Michelin Pilot
Sport 4S to legendary Pilot Sport Cup 2,
developed specifically for the package.
New so-called “splitter wickers” meld the