"Let's start with acceleration. It will trouble some supercar purists to learn than the new Ford GT has a 3.5-liter V6 engine, and it shares its engine block with the 3.5-liter EcoBoost V6 in the Ford F-150. It will trouble absolutely nobody who's interested in automotive thrills to learn this car does zero to 60 in 3.2 seconds, and it'll hit 216 miles per hour. You put your foot down in this thing and you're clearly in the upper echelon of the fastest supercars ever manufactured, with absolutely brutal power that comes in a continuous, massive, unbroken wave thanks to the ultra-quick dual-clutch automatic transmission.
"But I've driven cars that are about as fast as this one: the Lamborghini Huracan, for example, and the Ferrari 488 Spider. What I've never driven before, in my entire life, is a car that handles with such amazing precision. I mean this: The Ford GT's steering and handling is so unbelievably quick and so amazingly precise that it feels like you can point this car in any direction, at any moment, at any speed, and it will follow along without drama or incident. The meaning of the term "handles like it's on rails" is rewritten with the new Ford GT; piloting this thing around a racetrack, you honestly feel like you're driving a go-kart with doors and a windshield."
-- Doug DeMuro, Autotrader
"With the suspension in Vmax mode, lowered 2 inches, and with all aerodynamics optimized for speed, I did what any red-blooded American would have done in this situation and floored it. The GT then made the following wildly powerful sounds:
"Quote -- Waaaaaaaaaaaaaaaaaaaaaaaaa (shift), waaaaaaaaaaaaaaaaaaaaaa (shift), waaaaaaaaaaaaaaa -- unquote. The sonorous cacophony went on for another four gears. The speedo climbed. The gears changed. The scenery blurred. My flapping pie hole opened up like that guy in the rocket-sled film. I had in the passenger seat, for once, a co-driver for whom this was not at all terrifying. The fool trusted me. So as the digital speedo climbed past 100, 120, 130, 140, I saw no reason not to keep going. Finally, at well north of 150 mph, with what appeared might be a slight curve coming up over the horizon, I figured I better ease off. The GT was perfectly happy at those speeds -- not a jiggle, not a hiccup, nothing."
-- Mark Vaughn, Autoweek
"Lapping the 2.2-mile circuit reveals a responsive but decidedly old school handling dynamic. Unlike some supercars equipped with brake vectoring, which helps the car turn by automatically applying brake pressure to the inside wheels, the GT relies on the driver. Lose patience and get on the gas too early, and the front wheels lose their grip with the tarmac, forcing the car to understeer. It takes discipline and skill to nail this driving technique, but navigating a corner just right delivers a sense of accomplishment harder to find in more helpful cars.
"Even on the corners I miss, the GT makes me feel like I'm channeling the spirit of Dan Gurney or A. J. Foyt — the duo that won the 1967 24 Hours of Le Mans in the GT40. Strap on the optional four-point racing harness, bury the throttle, and the illusion is all but sealed, even on the street, where the GT makes virtually every other vehicle feel stodgy and pedestrian. From the steering-wheel-mounted shift lights to the no-nonsense instrumentation, the GT makes me feel like every stoplight is a starting grid, every parking spot a pit stop."
-- Basem Wasef, Wired
"We push the red button. It must be the first time this car has fired today. It sounds like something is exploding behind the cockpit. The 3.5-liter twin-turbo EcoBoost V6 engine growls, burbles, and then evens out to a low, sinister idle. Easing onto the western loop of the circuit, our first laps are cautious. By afternoon, we're helmeted up and wearing a six-point harness, blasting along the brief open straights at more than 124 mph. Of course, it's exhilarating. The car has a lot of brakes and there's little pedal travel. The idea is to carry as much speed as possible through the long curves. Get it a little bit wrong or start feeling cocky and these carbon-ceramic stoppers grab you by the collar. The GT is so low. At one point we're scraping parts of the track -- and it's a pretty even surface. The steering is heavy, in line with how the McLaren 675 LT feels on a circuit (McLaren now also has the 720S looming as a GT-fighter). At an elevation of more than 4,300 feet, we're probably not making all 647 ponies, but the quoted sub 3-second sprint to 60 feels right. The seven-speed dual-clutch is excellent. Grabbing the paddles is fun, but not really needed."
-- Greg Migliore, Autoblog
"Getting into the Ford, I felt like a Jedi pilot strapping into an X-Wing.
"Just fore of the car's signature sci-fi 'flying buttress' air scoops, I lowered my 6-foot-5 frame under the scissor door and into a spartan carbon-fiber space capsule.
"The cabin's focus is the digital instrument panel and a steering wheel that contains every function — from driving modes to turn signals to huge batwing paddles that operate the car's quick twin-clutch seven-speed tranny. Press the starter button and the old GT's V-8 drama is gone, replaced by the purposeful grunt of a twin-turbo "Ecoboost" V-6. On Utah mountain roads the precision of the carbon-fiber chassis was reminiscent of the $60,000 carbon Alfa Romeo 4C's scalpel-like precision. A 4C with 647-horsepower, 550 pound-feet of torque and 400 pounds of downforce, that is. Those numbers come into clearer focus at the track.
"A rear-wheel drive racer with none of the all-wheel, rear-turn steer tricks used by some of its supercar peers (tricks that are illegal in racing), the GT's handling is familiar to any sports car driver with understeer in low-speed turns and manageable oversteer under throttle as the 647 horses overwhelm the grooved Michelins (note to owners: buy slicks for the track).
Unfamiliar, however, is the tail's tendency to step out as I brake from high speed into tight bends."
-- Henry Payne, The Detroit News