As I mentioned in an earlier post, the Ford GT Configurator is pretty impressive. It doesn’t replace seeing a car in person, as you can never really understand how a car, or a color, looks until you’ve seen it life-size and in person. Of course seeing every possible new Ford GT color, stripe, wheel style and carbon-fiber finish in person isn’t easy. Given that challenge the Ford GT Configurator provides a realistic alternative.
Every new Ford GT buyer has probably spent more time on the configurator than they’d like to admit. The possible combinations are nearly limitless, even before you add in the custom color options. And even now, with my Ford GT spec locked in, I still like to gaze at the car in different colors. I’ve pulled all the images on this page from the Ford GT Configurator. If you want to quickly peruse every color (but certainly not every possible combination of stripe and wheel options for each color) this entry makes for easy viewing. Enjoy!
In 1990 I was in college at the University of Colorado at Boulder. My personal fleet consisted of two muscle cars and one vintage British motorcycle. At that point I had zero experience with Italian motorcycles, but I’d always been fascinated by Ducatis and MV Agustas. In November of 1990 I had an opportunity to buy a 1987 Ducati Paso from a BMW motorcycle dealer in Fort Collins. I remembered when the bike was new a few years earlier and this Ducati Paso was being offered at what seemed like a low price — $3,200.
I went and looked at it, took it for a short test drive, then bought it and drove it back from Fort Collins to my apartment in Boulder. One issue I spotted immediately was an orange tint to what was supposed to a be deep red paint. The dealer told me the bike was originally from Alabama and was kept outside. He said the paint had faded from the sun exposure. I later discovered rust throughout the clutch system that had to be drained and cleaned to get it to work properly (presumably also from sitting out in humid Alabama). I had the local Suzuki shop in Boulder perform the work, which they completed without issue.
At the 2018 Fabulous Fords Forever event the standard collection of vintage Fords was supplemented by multiple new Ford GTs as well as the oldest Ford GT. Of course the oldest Ford GT isn’t even a Ford. It’s a Lola Mk6 GT, the car that formed the basis of Ford’s effort to win Le Mans after Enzo Ferrari snubbed Henry Ford II’s bid to buy his company. At the Ford booth one of the three original Lola Mk6 GT’s was parked next to a new Ford GT, and seeing the two next to each other was pretty amazing.
The Lola Mk6 GT used a mid-mounted 289 Ford V8 in a British aluminum monocoque chassis. This was an advanced design in 1962 and it laid the groundwork for Ford’s GT40 MkI design. Seeing a Lola Mk6 GT next to a new Ford GT provided an excellent perspective on the new car’s lineage.
I grew up a car guy for several reasons, not the least of which were two older car-guy brothers. Their influence had me reading about muscle cars, with a particular focus on Mopars, before I was 15. I was well schooled in all the various Mopar muscle cars before I got my driver’s permit, and while I gravitated toward the Plymouth Superbird and GTX I also had the same fondness for E-bodies that every Mopar fan has. The Dodge Challenger and Plymouth Barracuda are two of the most iconic muscle cars ever created.
I’ve never owned a Plymouth Barracuda, but I’ve had two original Dodge Challengers. The first one, a 1973 Dodge Challenger Rallye, was purchased in 1991, during my last year in college. It was equipped about as well as that year’s Challenger could be, with a 340 V8, pistol-grip 4-speed transmission and factory air conditioning. It was also an original B5 Blue car with a black vinyl top, though when I got it the top was stripped off and the roof was painted black.
The new Ford GT’s specs were as guarded as the Coke formula or Kentucky Fried Chicken’s secret recipe when the car was under development. The specs were finally, fully released during the car’s press launch in May of 2017. At that point most enthusiasts had a general idea of the primary specifications, but the below sheets offer it all up in stark black-and-white (with some gray and yellow thrown in) pixels.
It’s not an overstatement to describe the Ford Mustang Shelby GT350R as the most fun I’ve ever had at a race track. The Ford Performance engineers were targeting a car with not only power and poise but also uncompromised at-the-limit communication and confidence. And they nailed it.
Much ado has been made about the GT350R’s flat-plane V8, and deservedly so. The engine revs past 8,000 rpm, creating a glorious exhaust note while offering one of the broadest torque bands you’ll find in a modern, or vintage, automobile. The engine makes 526 horsepower and 429 pound-feet of torque. It’s mated to a slick-shifting Tremec 6-speed that sends power to a mechanical limited-slip differential.
The Shelby GT350R’s drivetrain is undeniably impressive, but it’s this Mustang’s handling capabilities that made me fall in love during the Ford GT Owners Rally in Utah. Hammering this car around Utah Motorsports Campus quickly illustrated both its ultimate grip and its confidence-inspiring behavior at the limit of traction.
The first bike I’ll be featuring on Two-Wheel Tuesday is a 1975 Triumph T160 Trident. This was the last year of the vintage Triumph three-cylinder motorcycles that started production in 1968. I’ve actually owned two of these motorcycles, one when I was still in Colorado and one after I moved to California. They were identical, right down to color (both had the purple-and-white gas tank). The Triumph T160 Trident was a fabulous ending to a tragic story.
In its final year the Triumph T160 Trident finally offered a 5-speed transmission, front and rear disc brakes and an electric starter. It was fully competitive with the Honda CB750, the Japanese motorcycle that essentially killed the British bike industry. Unfortunately, the Honda offered all those features years before the Trident, and by the time the T160 arrived its parent company was already in dire financial straits. The Triumph Trident T160 is the epitome of too little, too late. A few hundred stragglers were produced in 1976, dubbed Triumph Cardinals and sold to Saudi Arabia to serve as police bikes, before Triumph halted all production of its three-cylinder motorcycles.
In August of 2017 another gathering of Ford GTs and Ford GT owners came together in Park City, Utah. While this was the 12th Ford GT Owners Rally, it was the first to feature new Ford GTs alongside 2005 and 2006 models. I had every intention of driving my 2005 Ford GT to this rally. After all, it was the same road trip I’d made in my GT just 4 months earlier to attend the new Ford GT press launch.
Sadly, after planning to drive the GT my schedule shifted and I couldn’t afford the 2 extra days to make the trip up and back. I quickly purchased airplane tickets and wondered what kind of rental car I’d be stuck in while following GTs through the mountains of Utah. Then I had an idea. What if I contacted Ford and asked for one of the new Shelby GT350Rs? I hadn’t driven one yet, and I’d be showcasing the Shelby to a highly-targeted demographic of likely customers.
Last week’s Flash Back Friday featured my 1987 Dodge Shadow Shelby CSX, which might have you thinking I’ve made a typo above and I’m just double-posting about the same car. But no, my 1989 Shelby CSX was an entirely different car. Sure, they shared the same starting point (a Dodge Shadow) and they used the same basic drivetrain (an intercooled, turbocharged 2.2-liter inline-4 mated to a 5-speed manual transmission) but that’s where the similarities ended.
It’s worth noting that Shelby also offered a 1988 version of this car, but where the first year (1987) CSX was a black-and-gray model offered with an intercooled 2.2-liter to consumers, the 1988 CSX-T was missing the intercooler and was only offered to Thrifty (thus the “T” in the name) rental car agencies as a throwback to the 1966 Shelby GT350H rental car Mustang. The 1988 engine was still rated at the same 175 horsepower as the 1987 model, and 1000 were produced each year.
The 1989 Shelby CSX featured several upgrades from the ’87-’88 versions. First, the intercooler returned to the turbocharged 2.2-liter engine, ensuring more power under a wider range of ambient temperature. Second, the engine featured an entirely new “variable-nozzle turbo” technology. The 1989 Shelby CSX is officially called the “CSX-VNT” though I never hear anyone refer to it that way the entire 4 years I owned mine.
Shortly after the press launch of the new Ford GT, in late April 2017, the annual Fabulous Fords Forever event happened at its traditional location, Knottsberry Farm. This event always features a massive collection of Ford vehicles, old and new. The range of models includes Thunderbirds, Broncos, Fairlanes, Torinos and as many Mustangs as I’ve ever seen.
The 2017 Fabulous Fords Forever event also had a display dedicated to the new Ford GT in racing form, including an IMSA race car and factory Ford driver Sebastian Bourdais signing autographs nearby. Sebastian is from Le Mans, France, which means he grew up watching that race in his hometown. I briefly spoke to him during the Fabulous Fords Forever event and congratulated him on winning the 2016 GTE Pro category and 2017 Rolex 24 Hours of Daytona.
Another traditional aspect of Fabulous Fords Forever includes an appearance by famous Ford personalities, including 1960s and 1970s motorsports spokesmodel Linda Vaughn, Cleo Shelby (Carroll Shelby’s wife) and Ford GT designer Camilo Pardo. John Clinard, longstanding Ford PR executive, hosts the personalities at a lunch that includes the famous Knottsberry Farm pie desert (yum!).