“

M

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

together, 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

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

THIS^ CHANGES

EVERY

FIRST DRIVE I Ford Mustang Shelby GT500