The Ford GT, also known as the GT40, first won Le Mans in 1966. The mid-engine V8 supercar went on to win the world’s most prestigious race three more times, putting Ferrari down while dominating the Le Man’s podium from 1966 through 1969. It’s arguably the most famous string of American racing victories in the history of the sport, creating a legacy around the Ford GT still celebrated by vintage car buffs, sports car fans and, or course, every Ford loyalist with allegiance to that famous Blue Oval.
A legacy this powerful ensured Ford’s original GT40 would not be the last mid-engine sports car to come out of Dearborn. After 40 years the company revived the Ford GT legend in 2005 and 2006. Unlike the original GT40, meant to beat Ferrari on the race track, this 2-year run of 21st century Ford GTs was meant to beat Ferrari on the street. And it did. The 2005 and 2006 Ford GT outgunned Ferrari’s 360 and 430 mid-engine sports cars of the era, putting Ford ahead of its Italian rival yet again.
But that wasn’t the end of the story. In 2012 Ford’s performance team started a secret project to revive the Ford GT legacy yet again. The ultimate goal: have it ready to battle Ferrari at Le Mans in 2016, exactly 50 years after the GT40′s first win. The result? Yet another Ford GT victory, beating the Ferrari 488 after a hard-fought, 24-hour battle between both manufacturers. The win ensured another impressive race legacy for Ford’s newest GT, but this story’s ending hasn’t been written yet. Ford took second place to Aston Martin at last year’s 24 Hours of Le Mans, and it will be competing again in the 2018 and 2019 French race.
To celebrate Ford’s ongoing race saga we brought together all three generations of the Ford GT. While each of them sticks with a rear-drive, mid-engine layout they have distinct personalities reflecting their primary missions. Driving them all back-to-back highlighted the engineering goals behind the design and characteristics of each Ford GT. It also reinforced a consistent DNA spanning 5 decades of Blue Oval supercar heritage.
Let’s start with the original Ford GT40 MKI. Our test car was actually a continuation model produced by Superformance. A story from February 2017 looked at these continuation models so we’ll recap briefly here. For a starting price below $200,000, or less than 10 percent the cost of an original 1960s era GT40, Superformance will build a street-legal mechanical twin of Ford’s legendary race car. Engine options range from a small block Ford 289 to a big block Ford 427 (both of which powered various versions of the original Ford GT40). With a curb weight under 2,400 pounds and power ratings up to 700 hp these cars are quite quick.
That 1960s power comes with 1960s sound and fury. The Superformance GT40 was not only one of the fastest cars we’ve driven, but one of the loudest, too. Visceral doesn’t quite cover the feel of 427 cubic inches of V8 Ford revving just behind your back. If you’re looking to understand what famous Le Mans drivers experienced 50 years ago the Superformance GT40 delivers. The dog-leg five speed. The toggle switches, the wide gauge cluster with a tachometer front-and-center. It’s all here, along with superior brakes, shocks and tires compared to the original GT40s. You can even opt for air conditioning or an automatic transmission (please don’t).
Unlike the GT40, the 2005-2006 Ford GT benefits from being designed as a street car from the beginning. It feels like a modern supercar in every way, making it far more forgiving in terms of noise, vibration and ride quality. With a 5.4-liter, 550-horsepower supercharged V8 and a 3,500-pound curb weight the car can hit 60 mph in under 4 seconds and tops out at 205 mph. And, like the original GT40, there’s no traction or stability control. If you don’t know how to manage that power there’s no electronic nanny to save the day. The 6-speed manual transmission uses a modern shift pattern, making it easy to work the gears.
The exterior parallels between the original GT40 and the 2005 Ford GT are repeated inside. The wide gauge cluster, toggle switches and “cooling holes” in the seats provide appropriate retro appeal, as do the roof cutouts engineered for a quicker Le Mans start from an era when drivers had to run to their cars after the green flag dropped. The sound of the V8 behind the passenger cell isn’t nearly has overt in the modern Ford GT, but it still makes a glorious noise as it revs to its 6,500-rpm redline. Considering a cross-country run in an exotic car? The 2005-2006 Ford GT is happy to oblige, though storage space will be tight.
The current Ford GT, now in its second year of a 4-year run, combines the race-oriented design of the first GT40 with much of the refinement of the 2005-2006 GT. But unlike either previous model, the new Ford GT is a technological wonder. This car goes way beyond adding traction and stability control. It’s got an adjustable pushrod suspension with multiple modes that can lower the car nearly 2 inches for track duty. It’s got a active rear wing that elevates for downforce, rotates vertically for brake force and disappears completely for aerodynamic efficiency when chasing the car’s top speed — rated at 216 mph.
Powered by a twin-turbocharged 3.5-liter V6, the new Ford GT leverages 647 horsepower to sprint from zero-to-60 in 3 seconds flat. A dual-clutch, 7-speed automatic transmission with paddle shifters offers lighting-quick gear choices. Weight savings, through the use of a carbon fiber chassis and a Gorilla Glass windshield, keeps the new GT below 3,200 pounds. Standard ceramic brakes provide fade-free stopping power during long track days. This is a car street car designed in conjunction with the race car that already won Le Mans, though you have to drive it aggressively to fully realize that connection.
Putting all three generations of Ford GT in the same place at the same time is like watching a person age instantly before your eyes. The basic structure and lines remain consistent, but stark changes quickly emerge. Fifty years later the original GT40 retains its svelte, sensual 1960s design. This shape is clearly reflected in the 2005-2006 Ford GT, but the modern car is larger and somehow even crisper in appearance. The leap from second- to third-generation GT is almost jarring, with its flying buttresses and compact passenger cell conveying “RACE CAR!” with forceful visual impact.
That forceful nature carries through to the modern GT’s driving characteristics. Between engine roar and ride quality the latest car feels closer in spirit to the GT40, no surprise given both cars’ track-first engineering nature. But it’s not just cabin noise or a stiff chassis that defines the new Ford GT. It’s the immediacy of every input, from steering to braking to throttle response. The car does everything “RIGHT NOW!” Put it in track mode: BAM! The chassis drops as the rear wing pops. Rotate the wheel and the front end changes direction without delay, forcing drivers to recalibrate their timing. Hammer the throttle, brakes and paddle shifter in proper sequence and the new GT delivers mind-bending G-forces with steadfast confidence.
It may not be the first pick for a long-distance road trip, but it’s landed enough first places to justify that trade off.
