The 2025 Ford Mustang GTD emerges as an ambitious venture, described by Ford marketing as a "supercar with the soul of a Mustang." Positioned as a road-legal counterpart to the Mustang GT3 race car, it boasts an impressive parts list and a base price of $325,000, setting it apart in the high-performance automotive landscape. Production is confirmed for the 2025 and 2026 model years, with applications already closed due to overwhelming demand, far exceeding the announced build slots.

At its heart, the GTD is powered by the latest iteration of Ford’s Predator 5.2-liter supercharged DOHC 32-valve V-8 engine, delivering a formidable 815 horsepower and 664 lb-ft of torque. This engine features a dry-sump oiling system, with its aluminum tank serving as a structural element. To ensure adequate breathing for the 2.3-liter supercharger, a unique secondary "surfboard" intake is ingeniously flattened and sandwiched between the primary intake and the hood, complementing the main grille scoop. Power is sent through an eight-speed dual-clutch transaxle mounted at the rear, which includes an integrated electronically controlled limited-slip differential. This rear placement significantly contributes to the car's neutral 50:50 weight balance.

The GTD’s suspension system is a technical marvel. The rear utilizes a milled integral link geometry with pushrods and rockers that actuate electronically controlled Multimatic ASV spool valve shocks. These shocks are conspicuously mounted where the rear seat would typically reside, a feature highlighted by a polycarbonate "Jim’s Window" insisted upon by Ford CEO Jim Farley, allowing occupants to view the intricate components at work. Each corner of the car is equipped with three springs: a stiff primary, a softer secondary, and a tiny helper spring for wheels off the ground. A hydraulic system, housed in the former trunk cavity alongside the transaxle cooler, compresses the softer secondary springs in Track mode, lowering the front by 1.6 inches and the rear by 1.2 inches, engaging only the stiffer primary springs. Conversely, the front hydraulic rams can extend the springs by 1.6 inches to raise the nose for clearing obstacles like curbs and dips.

Aerodynamics and exterior design are paramount to the GTD’s performance. The car features active aerodynamics, also controlled by the hydraulic system, which actuate the rear wing and hidden flaps under the front of the car, switching between high-downforce and low-drag configurations. The rear wing typically opens above 35 mph to reduce drag, adjusting as needed for increased rear downforce, though there is no manual button to control it. The bodywork is almost entirely crafted from carbon fiber, with only the roof rails and door skins (unless opting for the Liquid Carbon package) remaining metal for crash safety and cost reasons. The super-wide stance, measuring 81.7 inches, necessitated a redesigned fuel filler door. Massive hood vents allow hot air to escape, with mesh grilles easily removable for enhanced airflow on track. The front fender vents, a result of over 120 iterations, efficiently channel high-pressure air out of the wheelwells. Distinctive yellow three-segment daytime running lamps (DRL) serve as a calling card for Ford Racing, while the iconic pony badge in the grille remains solid, avoiding replication of a rival's design.

Despite a curb weight of 4,386 pounds – significantly heavier than a Mustang Dark Horse and even the Porsche 911 GT3 RS – the GTD defies its numbers from behind the wheel. It imparts feelings of solidity and stability, never feeling laborious or dull. The electric power steering delivers remarkable feedback, mimicking a hydraulic system. It is surprisingly easy to drive fast, thanks to its planted, settled, and confident demeanor, offering grip that exceeds expectations in all driving scenarios. When compared to the Porsche 911 GT3 RS on the same track, the GTD proved equally capable, particularly in high-speed corners where downforce is critical. Its absurdly broad 325/30R20 front tires (the widest on any street car) and 345/30R20 rear tires, combined with an aggressive track alignment, provide immense grip and progressive breakaway. Massive Brembo carbon-ceramic brakes ensure consistent, fade-free stopping power, contributing to exceptional stability under hard braking. The Variable Traction Control offers five settings, providing a tailored driving experience or acting as a safety net.

On the street, the GTD maintains its poise, handling bumps with ease and offering a forgiving nature that makes it remarkably difficult to mishandle. Its ride quality, when out of Track mode and with dampers softened, is considerably better than a GT3 RS’s, though still stiffer than a Dark Horse. The interior, however, is considered underwhelming for a car in its price bracket. While Recaro seats offer excellent bolstering and comfort (despite some creaking), the overall design and materials quality are carried over from lesser Mustangs, with minor additions like carbon-fiber trim and an updated Dark Horse steering wheel. A new Track button next to the engine start/stop accesses a special infotainment menu for active aero control, launch control, and performance trackers. Rearward visibility is almost nonexistent below 35 mph until the rear wing opens, and occupants may experience a painfully hot right leg after extended driving due to reduced under-carpet coatings for weight savings.

With an estimated 0-60 mph time of 3.3 seconds (MotorTrend estimate), the GTD is a serious performance machine. Its exclusivity is cemented by the closed application process, confirming that only a select few will experience this highly engineered and unique Mustang, with final pricing expected to push well beyond the $325,000 base, especially with options like the active aerodynamics, Track package, and Liquid Carbon exterior.