Here's the deal: this is a Mustang that costs £315,000. Not a Mustang with options, not a Mustang with a markup scandal attached — a Mustang Ford itself prices deep into Ferrari territory. And after reading every major Ford Mustang GTD review out there, from Evo's road-and-Nürburgring test to MotorTrend's instrumented numbers, we get it. This isn't really a muscle car anymore. It's a GT3 race car that happens to wear number plates.
Ford CEO Jim Farley put it bluntly at the reveal: "We didn't engineer a road car for the track, we created a race car for the road." The GTD was sketched out after hours by a small team of Ford engineers in a Michigan storage garage, with one target: beat Europe's best on their home turf. The UK's reviewers have now driven it on the road, on track, and flat-out in the desert. We've combined the five most credible Ford Mustang GTD reviews — Evo, Auto Express, Autocar, MotorTrend, and Autoblog — into one place, so you get every tested number, every verdict, and the full UK buying picture without opening five tabs.
The short version? Bonkers, brilliant, and almost impossible to buy. Here's the long version.
Mustang GTD: the quick answers
| Ford Mustang GTD | Key figures |
|---|---|
| UK price | £315,000 (est.) — application only |
| US price | From $318,760, before the $3,700 gas-guzzler tax |
| Engine | 5.2-liter supercharged "Predator" V8, dry-sump |
| Power / torque | 815 hp @ 7,400 rpm / 664 lb-ft (900 Nm) |
| Gearbox | 8-speed dual-clutch transaxle, rear-wheel drive |
| 0-62 mph | 3.2 seconds (Ford/EU figure) |
| 0-60 mph (tested) | 2.7 seconds (MotorTrend) |
| Quarter mile (tested) | 10.5 seconds @ 134.9 mph (MotorTrend) |
| Top speed | 202 mph |
| Nürburgring lap | 6:52.072 — fastest American production car |
| Weight | About 4,400 lb (roughly 2,000 kg) |
| Seats / boot | 2 seats, no rear bench, minimal cargo space |
| UK availability | Applications open; left-hand drive only; tiny allocation |
A GT3 race car that happens to have number plates
Most flagship performance cars start life as road cars and get sharpened. The GTD went the other way. It was developed alongside Ford's Mustang GT3 racer by Multimatic — the Canadian motorsport firm that also built the Ford GT — and nearly every hard part tells that story. The gearbox isn't up front where Mustangs keep it; it's a transaxle at the rear, which gives the car a near-perfect 50/50 weight balance no front-engined Mustang has ever had. The body is carbon fiber. The rear suspension sits inboard, in full view through a window in the bulkhead, exactly like a race car's.
Production is just as exotic. Cars start at Ford's Flat Rock plant in Michigan and are finished by hand at Multimatic in Markham, Ontario. Ford hasn't confirmed the total build run, but reporting from Autocar and others puts it somewhere between roughly 1,000 and 2,000 cars for the world. For context, that's Ford GT territory — and the GT became a collector asset the moment allocations closed.
The engine: 815 hp and a 7,650 rpm redline
The 5.2-liter supercharged V8 is related to the old Shelby GT500's Predator engine, but the headline change is a dry-sump oil system — a first on any Mustang. A dry sump keeps oil pressure stable when the car pulls sustained cornering load, and it lets the engine spin to 7,650 rpm. Output is 815 hp and 664 lb-ft of torque, which Ford's chief program engineer Greg Goodall likes to point out is more horsepower per liter than a Porsche 911 GT3 RS manages. A titanium exhaust is standard, and according to Autocar's desert drive, the soundtrack alone is half the experience: "nobody dislikes it, nor seemingly the racket it makes."
Real talk: the number that matters isn't 815. It's that this engine is built to run lap after lap at full attack without heat soak or oil starvation. That's the difference between a fast street car and a track tool, and it's why the GTD exists.
Tested: 0-60 mph in 2.7 seconds, and brakes that defy physics
Claims are cheap, so credit MotorTrend for putting instruments on the car. In their testing, the GTD hit 60 mph in 2.7 seconds and ran the quarter mile in 10.5 seconds at 134.9 mph — quicker through the quarter than a Corvette Z06 they tested alongside it. On MotorTrend's figure-eight handling course it posted 22.6 seconds at 1.13 g of lateral grip, beating the Ford GT supercar's time. Read that again: the Mustang beat Ford's own mid-engined supercar in a handling test.
Then there's the Nürburgring number. Ford's certified 6:52.072 lap made the GTD the first American production car under seven minutes at the 'Ring, and the final time puts it in the same conversation as the Porsche 911 GT2 RS and the Mercedes-AMG GT Black Series. And in MotorTrend's track shootout, the GTD's carbon-ceramic Brembos generated 1.57 g of deceleration — the testers called them "one of the best sets of brakes we've ever tested." For a car weighing about 4,400 lb, that's not impressive. That's absurd.
Chassis, aero, and the Multimatic trickery
The suspension is the party piece. Multimatic's DSSV spool-valve dampers work through a pushrod setup at the rear, mounted inboard where you can watch them work through that bulkhead window. Press a button for Track mode and the car drops 40 mm, the dampers stiffen, and the active aerodynamics wake up — the rear wing changes angle and flaps under the front of the car open or close, including a drag-reduction system for the straights. The tires are Michelin Pilot Sport Cup 2s sized 325-section at the front and 345 at the rear. Yes, the front tires on this Mustang are wider than the rears on most supercars.
Does the weight ruin it? Every reviewer asked the same question, and every one landed in the same place. Autoblog's verdict sums it up: the 4,300 lb-plus figure "has been a talking point, but its balance and grip on the circuit defy the numbers." Evo, which tested the GTD on the road and around the Nordschleife, headlined its review by calling the car "nothing like a GT3 RS, but equally mesmerising."
On the road: what the UK reviews actually say
Evo's take is the one UK buyers should read twice. The GTD looks, in their words, "cartoonishly angry and aggressive, like it's stuck part-way through a Hulk transformation" — and on the road it stays surprisingly usable, because those Multimatic dampers have a genuinely compliant road setting. But it's the width that dominates the British-driving experience: at 2,075 mm across, this is a very big car on a B-road, and Evo and Autocar both flag how much of the road it occupies.
Auto Express kept its verdict to four words: "bonkers but brilliant." Their spec sheet lists the car as on sale now in the UK at an estimated £315,000, with the 0-62 mph sprint at 3.2 seconds and a 202 mph top speed. Autocar, driving it flat-out in the desert, called the GTD "a superstar wherever it goes" and concluded that a race-derived Mustang "has taken a while to arrive — but it was worth the wait." The one cloud for UK buyers: the car is left-hand drive only, and Autocar noted it would be interesting to see how the steering behaves on heavily crowned, poor-surfaced British roads. Fair point. At £315,000, you'd want to know.
Inside: fighter-jet paddles, no back seat
Open the door and it's race car first, road car second. Recaro seats, carbon-fiber trim everywhere, and paddle shifters milled from titanium salvaged from retired F-22 fighter jets — a detail so unnecessary and so perfect that it tells you everything about this program. The digital cockpit runs gaming-grade graphics, and there's a proper sense of theater to the whole cabin.
Then reality bites. There's no back seat at all — Ford deleted it to package the transaxle, its cooling, and that inboard suspension. The cargo area MotorTrend describes as "more helmet storage than road-trip storage." Fuel economy is officially 10 mpg city and 17 highway, with a 192-mile range, plus a $3,700 gas-guzzler tax in the US. Daily driver? Not even a little bit. But nobody cross-shops a GTD against a Golf GTI, and the two-seat layout is the price of the 50/50 balance that makes the car work.
UK price: £315,000 — and you can't just buy one
Let's talk money, because this is where the GTD gets genuinely strange. At an estimated £315,000 in the UK (from $318,760 in the US, before destination and gas-guzzler tax), it costs well over £100,000 more than a Porsche 911 GT3 RS (£193,000) and sits in Ferrari 296 GTB territory. Five times the price of a Mustang Dark Horse. Ford knows exactly how that sounds, and doesn't care — because the GTD was never really for sale in the normal sense.
Like the Ford GT before it, the GTD is application-only. UK buyers apply for a build slot, Ford picks its customers, and the allocation for Britain will be, in Autocar's words, "a highly limited proposition" — the car made its UK debut at the Goodwood Festival of Speed, and every report since has repeated the same two facts: left-hand drive only, and far fewer cars than applicants. If you have to ask whether your application will succeed, it probably won't.
Mustang GTD vs the rivals
| Mustang GTD | Porsche 911 GT3 RS | Corvette ZR1 | |
|---|---|---|---|
| Price | £315,000 / $318,760 | £193,000 / $241,300 | US only / $174,995 |
| Engine | 5.2L supercharged V8 | 4.0L flat-six | 5.5L twin-turbo V8 |
| Power | 815 hp | 518 hp | 1,064 hp |
| 0-60 mph | 2.7 s (tested) | 3.0 s | 2.3 s |
| Top speed | 202 mph | 184 mph | 233 mph |
| The catch | Application only, LHD only | Waiting lists, options add up fast | Not officially sold in the UK |
On raw numbers, the Corvette ZR1 humiliates everything here for nearly half the GTD's price — but you can't buy one officially in the UK, and a ZR1 will never be a Mustang. The GT3 RS is the sharper, lighter, more precise instrument, and it's the one Evo kept coming back to. The GTD's answer is character: front-engined, supercharged, American, and rarer than either rival on British roads.
Quick answers
How much is the Ford Mustang GTD in the UK? An estimated £315,000, per Auto Express, and it's application-only — there's no standard order book. In the US it starts at $318,760 before destination and the gas-guzzler tax, and Autoblog reports fully optioned cars pass $340,000.
Is the Mustang GTD sold in the UK? Yes, in tiny numbers. UK applications have been taken, the car debuted at Goodwood, and it's left-hand drive only with no right-hand-drive version confirmed.
How fast is the Mustang GTD? MotorTrend tested 0-60 mph in 2.7 seconds and a 10.5-second quarter mile. Top speed is 202 mph, and its certified Nürburgring lap is 6:52.072 — the fastest ever by an American production car.
How many Mustang GTDs will be built? Ford hasn't given an official total. Credible reporting puts the run at roughly 1,000 to 2,000 cars for the whole world, all finished by hand at Multimatic in Canada.
Is the GTD worth it over a GT3 RS? If you want the fastest lap time per pound, buy the Porsche and keep the change. If you want the rarest, loudest, most theatrical front-engined car on the road — the one every reviewer called some version of "mesmerising" — the GTD is the answer. It's also the one more likely to be worth more than you paid.
The bottom line
EVThrottle score: 9.0/10. The Mustang GTD is the most extreme road car Ford has ever built and, by the stopwatch, one of the fastest production cars on Earth. It loses half a point for the weight it can never fully hide, half a point for an interior and price that ask a lot of faith — and it gains them back every time that supercharged V8 clears its throat. Five reviews, five different testers, one conclusion: this is not a Mustang with a body kit. It's America's GT3 car, and in the UK it's rarer than rain in the desert where Autocar drove it. If Ford offers you a slot at £315,000, history says you say yes.
