A Closer Look at the 2025 Ford Mustang GTD (2024)

The outgoing Mustang Shelby GT500's supercharged 5.2-liter V-8 finds a new home under the hood of the GTD. Here it produces approximately 800 horsepower (compared with 760 horses in the Shelby). To offset the nose-heaviness created by the front-mounted V-8, the GTD, like the GT3 race car, features a transaxle, which helps the super Stang achieve essentially even front-rear weight distribution.

The upgraded rear end maintains a 1:1 motion ratio between pushrod and inboard damper, ensuring a line of direct mechanical communication between wheel and suspension movements. Although the front end is devoid of complicated pushrods, it does trade the double ball-joint struts of the standard Mustang for unequal-length control arms.

The space typically occupied by the transmission now houses the doughnut-shaped reservoir of the dry-sump oil system, a first for any roadgoing Mustang.

Multimatic mounts its Adaptive Spool Valve (ASV) dampers at all four corners of the GTD. Unlike the DSSV units in the likes of the Chevrolet Camaro ZL1 1LE, the ASV dampers incorporate a motor to switch among 16 different bump and rebound responses. Fitting them required Multimatic to redesign the Mustang's rear suspension, with inboard-mounted dampers cutting through the trunk and resting over the transaxle. Track mode drops the ride height by nearly 1.6 inches.

The trunk ditches traditional cargo-carrying capabilities and instead houses some of the car's most vital mechanical pieces. (Don't worry, the two-seat GTD offers storage in the space typically occupied by a Mustang's rear seats.) This includes a transmission cooler that's fed air by two scoops at the leading edge of the trunklid (they are just obscured by the wing in the image at left). That air exits out of vents between the taillights.

An available Akrapovič titanium exhaust should ensure the GTD sounds as mean as it looks. That's an admittedly high bar, given that the GTD already looks like the sort of Mustang intent on chasing down lesser sports cars, only to use their wiring looms to floss the meat out of its proverbial teeth.

Though mum on specifics, a Multimatic spokesperson shared with us that the GTD will produce more downforce at 150 mph than a Porsche 911 GT3 RS at the same speed. A number of pieces contribute to the GTD's stellar aerodynamics. An enormous rear wing comes standard, but the optional aero package swaps it for an active one (and adds hidden front-axle flaps). Hydraulic actuators get stuffed in those funky C-pillar pylons to control the angle of attack.

A set of 20-inch aluminum forged aluminum wheels comes standard. Optional 20-inch forged magnesium wheels cut additional unsprung mass.