Ford plans to lap the Nurburgring in under seven minutes in a carbon fiber bodied, GT3 race car inspired, 800 plus horsepower monster called the Ford Mustang GTD.
No, the Ford Mustang GTD is not mid-engine. But yes—definitely yes—this latest skunkworks creation from the Blue oval company is absolutely mega.
First of all, the engine is mounted in front of the driver, but the transaxle is not. It’s an eight-speed dual-clutch transaxle (transmission and axle combined) mounted aft of the rear suspension, taking much of the trunk space of other Mustangs. This setup plays a major role in achieving what Ford calls “near 50/50” weight balance. I hope that means 49 percent in front, not 51 percent.
Big supercharged power
The GTD Mustang uses a supercharged 5.2-liter V8 to keep things moving. At first glance, this seems like an evolution of the 2020 Ford Shelby GT500, which managed 760 horsepower from a supercharged 5.2-liter V-8. Here, Ford added dual air-inlets, a dry-sump oil system, and a redline above 7500 rpm. Ford targets peak horsepower to reach, or exceed, 800 horsepower. I speculate we’ll see 820-ish HP.
Not necessarily for horsepower gain, Ford will offer a titanium exhaust system as an option with an active valve assembly. The 2024 Ford Mustang GT has a $1225 active-valve exhaust option and its worth six additional peak HP if you choose it. It is not titanium, however.
All of the above is super cool and quite possibly the least exciting part of the car. Much of the GTD’s body is made from carbon fiber. More specifically: the fenders, hood, trunk lid, door sills, front-splitter, rear diffuser, and roof. Moreover, Ford mentioned optional carbon fiber front and rear fasciae. Still not done, the driveshaft connecting the engine to the transaxle is carbon fiber too.
high tech suspension
But the truly jaw dropping bit of the 2025 GTD is the suspension and aero. Ford Racing developed much of the GTD. And Multimatic served as development partner. The Canadian company also developed Ford’s Mustang GT3, GT4, and earlier on, Ford GT race cars. It’s also the company that builds the fantastic DSSV or dynamic spool-valve shock absorbers.
The hardware shows you the seriousness of their intentions. Up front, a double control-arm geometry. In back, multilink. But with a pushrod setup and inbound, horizontally mounted shocks. Of course, those shocks are adaptive DSSV on both axles. By the way, this pushrod rear suspension, along with coolers for the transaxle take the reaming trunk space. So, no trunk.
And this setup offers massive adjustment. The suspension will be able to vary both spring rate and ride height. Essentially one for street use, the other for track use. Ford did not specify spring rates, but in track mode the GTD will drop 40mm or 1.6 inches.
”We are extremely proud of our work on the Mustang GTD,” said Larry Holt, Executive Vice President, Multimatic Special Vehicle Operations. “It showcases our state-of-the-art DSSV spool valve suspension technology, with features not even allowed in racing. The Mustang GTD sets a new benchmark for road going racers, and we can’t wait for clients to experience the thrill of driving it.”
Capping off the race car suspension tech are a set of 20-inch, forged magnesium wheels wearing 325 section width front and 345 section width rear Michelin Pilot Sport Cup 2 R tires. These are the tires Porsche offers on its 911 GT3 RS and use to set stunning Nurburgring track times. Something tells me Ford noticed that as it plans to lap the Nordschleife in less than seven minutes in the GTD.
When the go party must stop, the GTD relies on huge Brembo carbon ceramic brake rotors and equally large calipers.
Based on the Mustang GT3 race car, the GTD utilizes several downforce generating aerodynamic tricks. Unlike the GT3 car, Ford must comply with exactly zero rulebooks. The result is this ungodly large, hydraulically controlled, active rear wing, which extends from arms attached at the base of the C-pillar to grab air up high and push down—hard.
To balance downforce across the front and rear axles, Ford added a set of also active and hydraulic front flaps. They are used to manage airflow over, through, and under the car. Active aero means it’s easier to balance—and maximize—downforce across the car and potentially obtain insane high-speed grip.
A quick look inside
Ultimately though, this will indeed come as a street-legal machine, not a track only toy. To wit, Ford adorned the interior with high-end suede and leather materials, and plenty of exposed carbon fiber too. You also get Recaro seats and titanium shift paddles to manage that eight-speed DCT hanging out back.
Are you getting one?
I say you get. By you, I mean one of the very lucky few with at least $300,000 worth of disposable income and a place in line for this limited production run. Speaking of, production starts, just like any other Mustang, in Flat Rock Michigan, but final assembly of the GTD will occur at Multimatic’s facility in Canada.
Finally, even if you are lucky enough for all that, you’ll have to wait until the end of next year, at the earliest, maybe even early 2025 to get your hands on one. But based on what I know so far, it’s worth the wait. Because—wow.
As soon as I learn more, I’ll be certain to share.
If you want to see more information about the Mustang GTD from Ford directly, click here