The Ford GT is unusual among modern supercars because its identity is inseparable from one of the most important American racing programs of the 1960s. Both generations of the road-going Ford GT were inspired by the original Ford GT40, which defeated Ferrari at the 24 Hours of Le Mans and won the race four consecutive times from 1966 through 1969. Yet neither modern GT is simply a reproduction. The 2005–06 Ford GT translated the GT40’s shape into a larger, more usable supercharged V8 road car, while the radically different 2017–22 Ford GT used a carbon-fiber structure, twin-turbocharged V6, active aerodynamics and racing-derived suspension to create a technological flagship for 21st-century Ford.
The first-generation Ford GT emerged from Ford’s centennial celebrations and became one of the defining American performance cars of the early 2000s. Its 5.4-liter supercharged DOHC V8 produced 550 horsepower, driving the rear wheels through a six-speed Ricardo manual transmission. Unlike many retro-inspired cars of the period, the GT possessed genuine supercar performance, with a mid-engine layout, aluminum-intensive construction and a top speed exceeding 200 mph.
The second-generation car pursued an almost opposite philosophy. Revealed in 2015 and entering production for the 2017 model year, it abandoned the V8 and manual gearbox in favor of a 3.5-liter twin-turbo EcoBoost V6 and seven-speed dual-clutch transmission. Its narrow carbon-fiber passenger cell, flying-buttress bodywork, active rear wing and sophisticated pushrod suspension were shaped heavily by aerodynamics and Ford’s return to Le Mans. The result was less nostalgic than its predecessor and much closer in concept to a road-going competition prototype.
From the GT40 to the Ford GT
The modern Ford GT cannot be understood without the Ford GT40. After Ford’s attempted acquisition of Ferrari collapsed in the early 1960s, the company embarked on an enormously expensive program to defeat Ferrari at Le Mans. Working with engineers and organizations including Lola’s Eric Broadley, Ford Advanced Vehicles, Carroll Shelby and Holman-Moody, Ford developed the GT40 into one of the dominant endurance-racing cars of the decade.
After disappointing early attempts, the program achieved its objective spectacularly in 1966, when Ford GT40 Mk II variants finished first, second and third at Le Mans. The American-built Mk IV won in 1967, and John Wyer’s Gulf-sponsored GT40 Mk I cars returned to win in 1968 and 1969.
The GT40 subsequently became one of Ford’s most valuable pieces of sporting heritage. When Ford began planning vehicles to celebrate its 100th anniversary in 2003, creating a modern interpretation of the GT40 provided an opportunity to connect contemporary engineering with that history.
GT90 and Early Ford Supercar Concepts
Ford had experimented with the idea of a modern supercar before the production GT. The GT90 concept, introduced in 1995, was a radically styled mid-engine prototype using a quad-turbocharged V12 and an early interpretation of Ford’s “New Edge” design language.
The GT90 was never seriously developed for production, but it demonstrated that Ford was willing to imagine a flagship positioned far above the Mustang and other conventional performance models. A more direct preview of the eventual production car arrived with the Ford GT40 concept displayed at the 2002 North American International Auto Show.
That concept deliberately recalled the original racing car rather than trying to reinvent the Ford supercar visually. Public reaction was strong enough that Ford approved a production program on an unusually compressed schedule.
Why It Was Called the Ford GT
The production car was called simply Ford GT rather than GT40.
Although the historic race cars were known as GT40s, Ford did not control the GT40 trademark when the modern production car was developed. There was also a practical difference: the new car was substantially taller than the approximately 40-inch-high original.
The shorter GT name ultimately helped establish the modern car as its own model rather than implying that it was merely a continuation of the 1960s chassis series.
2005–06 Ford GT
Production of the first-generation Ford GT began for the 2005 model year, with production continuing into 2006. Although its styling closely follows the GT40, virtually every dimension was increased to accommodate modern occupants, safety requirements and road-car equipment. The result is considerably larger than an original GT40 while preserving the low roof, broad haunches, circular rear lamps and deeply vented rear bodywork that made the racing car instantly recognizable.
The design manages the difficult task of being unmistakably retro without appearing like a simple replica. Its proportions remain genuinely exotic because the drivetrain is mounted behind the occupants rather than adapting GT40 styling to a conventional front-engine platform.
Camilo Pardo’s Design
Designer Camilo Pardo played a central role in shaping the first-generation Ford GT. Rather than modernizing the GT40 with completely new styling themes, Pardo and the Ford design team retained many of the original car’s most recognizable elements while refining them for contemporary production.
The resulting body remains one of the closest visual relationships between a modern supercar and its historic inspiration, yet details such as lighting, wheels, panel construction and aerodynamic treatment clearly identify it as a product of the 2000s.
Aluminum Spaceframe
The 2005–06 Ford GT is constructed around an aluminum spaceframe rather than a carbon-fiber monocoque. Large aluminum extrusions, castings and panels are joined to create a rigid central structure, while aluminum body panels form much of the exterior. Ford developed specialized manufacturing techniques to produce the relatively low-volume car efficiently while maintaining the required structural precision.
The chassis was sophisticated for an American production car of the period and contributed to a curb weight of roughly 3,350 pounds. While not exceptionally light by modern supercar standards, it was considerably lighter than many high-performance grand tourers with similar power.
Mid-Engine Layout
The Ford GT places its engine longitudinally behind the passenger compartment and ahead of the rear axle. This mid-engine layout concentrates the major drivetrain mass within the wheelbase, improving balance and traction while allowing the low nose and cab-forward proportions associated with the original GT40.
Unlike the original racing car, however, the modern GT was engineered from the beginning for normal road use. Air conditioning, sound insulation, modern safety equipment and reasonable interior comfort were incorporated without abandoning the basic competition-derived architecture.
5.4-Liter Supercharged V8
The heart of the first-generation Ford GT is a 5.4-liter DOHC 32-valve V8 topped by an Eaton screw-type supercharger. The engine uses an aluminum block and cylinder heads and shares broad architectural relationships with Ford’s modular V8 family, but it was extensively developed for the GT. A dry-sump lubrication system allows reliable oil supply during high lateral acceleration while helping position the engine appropriately within the chassis.
Factory output is 550 horsepower and 500 lb-ft of torque, exceptional figures when the car appeared. The large-displacement engine and positive-displacement supercharger provide immediate torque without the substantial lag associated with some contemporary turbocharged engines.
Supercharger Character
The supercharger gives the Ford GT a very different personality from the naturally aspirated V8 in the original GT40. Boost arrives almost immediately with throttle opening, creating strong torque throughout the engine’s operating range. The driver does not need to approach the redline to access serious acceleration.
The supercharger also produces a characteristic mechanical whine layered over the V8 exhaust note. Combined with the engine’s broad torque curve, it gives the first-generation GT an unusually muscular character for a mid-engine exotic.
Ricardo Six-Speed Manual
One of the most important components of the 2005–06 GT is its Ricardo six-speed manual transaxle. The gearbox is operated through a conventional clutch pedal and a substantial metal shift lever mounted in the center console. No automatic or paddle-shift transmission was offered.
This has become increasingly important to the car’s collector appeal. As supercars moved rapidly toward automated manuals and dual-clutch gearboxes, the Ford GT became one of the last extremely high-performance mid-engine cars offered exclusively with a traditional manual transmission.
Clutch and Shifter
The clutch is substantial but manageable, while the gearshift has a deliberately mechanical feel. The exposed metal shifter and prominent shift gate area reinforce the car’s functional character. There is relatively little effort to isolate the driver from the drivetrain. That directness distinguishes the GT from many contemporary luxury-oriented supercars and contributes substantially to the experience of driving one today.
Suspension
The first-generation GT uses unequal-length control-arm suspension at all four corners, with coil-over dampers and anti-roll bars. The suspension components are extensively aluminum to reduce unsprung mass. Geometry was developed to provide predictable handling at high speeds without making the car intolerably stiff on public roads.
The GT’s relatively long wheelbase and wide track give it substantial stability, while the mid-engine weight distribution provides excellent traction under acceleration.
Brakes
Large Brembo ventilated disc brakes provide stopping power. Unlike many later supercars, the first-generation GT uses conventional metal brake rotors rather than carbon-ceramic discs. This makes brake servicing considerably less exotic and expensive than on many contemporary collector cars.
ABS is included, but the braking system remains relatively straightforward compared with the brake-by-wire and regenerative systems found on later hybrid supercars.
Steering
The GT uses hydraulically assisted rack-and-pinion steering. Steering effort is substantial enough to provide useful feedback without becoming tiring at low speeds. The system communicates front-tire behavior clearly and is free from many of the filtering effects associated with later electric steering systems.
Combined with the manual gearbox and supercharged engine, hydraulic steering contributes to the first-generation car’s increasingly analog reputation.
Aerodynamics
The 2005–06 GT’s shape is visually derived from the GT40 but was extensively developed using modern aerodynamic analysis. A front splitter, carefully managed underbody airflow and rear diffuser provide stability without requiring a large fixed rear wing. Air entering through the nose supports cooling, while ducts and vents manage heat from the mid-mounted engine.
The result retains the exceptionally clean silhouette of the original race car while remaining stable beyond 200 mph.
Performance
With 550 horsepower and approximately 3,350 pounds to move, the Ford GT was among the fastest production cars available in the mid-2000s. Contemporary testing produced 0–60 mph times in the mid-three-second range, with the quarter mile requiring roughly 11½ seconds depending on conditions. Top speed was approximately 205 mph, putting the Ford in the same performance category as considerably more expensive European exotics.
Interior
The first-generation GT interior deliberately incorporates references to the GT40. Large analog gauges dominate the dashboard, while perforated metal seat inserts recall the ventilation holes in the original racing seats. The broad center tunnel and exposed-looking structural details reinforce the competition-inspired atmosphere.
At the same time, the cabin includes air conditioning, a stereo and conventional road-car controls. Ford wanted the GT to be usable rather than an endurance racer reluctantly converted for the street.
Doors and Roof Cutouts
One of the strongest visual connections with the GT40 is the design of the doors, which extend deeply into the roof. Opening a door removes part of the roof above the occupant, creating a very large entry opening. The design makes climbing into the low cabin easier but creates a practical problem in tight parking spaces because the doors require substantial lateral and vertical clearance.
Drivers must also remember the roof section when closing the door. It is possible for a tall occupant to place his head in the path of the descending roof panel.
Seats
The seats incorporate distinctive ventilation grommets, directly referencing the lightweight perforated seats of the original GT40. Rather than relying on heavily padded luxury seats, the design combines relatively simple forms with enough support for high-performance driving.
Seat condition is increasingly important on collector cars because the unique upholstery and hardware are not shared with ordinary Ford products.
Optional McIntosh Audio
One of the more recognizable first-generation GT options was a McIntosh audio system. The large subwoofer mounted between the seats is visually obvious and occupies valuable cabin space, but it became part of the period character of many cars.
Some owners prefer cars without the system because of the cleaner interior layout, while others value it as one of the notable factory options.
Factory Options
The 2005–06 Ford GT was offered with relatively few major options, making individual specifications easy to understand. Commonly discussed options include painted racing stripes, forged BBS wheels, painted brake calipers and the McIntosh stereo. Because the basic mechanical specification remained essentially constant, color and option combinations play a significant role in collector desirability.
2005 Versus 2006
Mechanical differences between 2005 and 2006 cars are relatively minor compared with the changes typical of longer-running models. The most significant collector distinctions generally involve color, options, production timing and special editions rather than major powertrain revisions.
Both model years use the same fundamental 550-horsepower supercharged V8 and Ricardo six-speed manual.
2006 Heritage Edition
The most recognizable special version of the first-generation car is the 2006 Ford GT Heritage Edition (see the photo at top of this page). Its Gulf-inspired light blue and orange livery pays tribute to the John Wyer-operated GT40s that won Le Mans in 1968 and 1969. The appearance is closely associated with chassis P/1075, one of the most successful individual GT40s.
The Heritage Edition did not receive major mechanical changes, but its limited production and direct connection with Ford’s racing history have made it one of the most collectible first-generation specifications.
Other Colors
Ford offered the GT in several colors ranging from traditional red, white, black and blue to more unusual shades. Stripe configuration can substantially change the appearance. Cars could be ordered with full racing stripes, side stripes, both or, in some configurations, neither.
As values increased, original paint and confirmation of factory stripe configuration became increasingly important because cars have occasionally been repainted or restriped to resemble more desirable specifications.
Production
Ford built a little more than 4,000 first-generation GTs for the 2005 and 2006 model years. That number is small by ordinary production-car standards but large compared with many European limited-production supercars. It provided enough cars to create an active owner community while keeping supply restricted.
A substantial percentage survived because the GT was recognized as collectible almost immediately, although accident history and modifications still require careful investigation.
Tuning Potential
The supercharged 5.4-liter V8 responds extremely well to modification. Pulley changes, engine calibration and exhaust improvements can produce substantial increases in horsepower without opening the engine. More extensive supercharger and twin-turbo conversions can generate extraordinary outputs.
The drivetrain’s strength encouraged many owners to modify their cars, meaning completely factory-original examples deserve increasing attention.
Twin-Turbo Conversions
Several aftermarket specialists developed twin-turbo Ford GTs producing power far beyond the original 550-horsepower rating. Such cars became prominent in standing-mile and high-speed events, where the GT’s stable chassis and robust engine proved capable of extraordinary speeds.
These conversions are an important part of Ford GT enthusiast history, but collector-focused buyers generally distinguish sharply between highly modified cars and untouched factory examples.
Common Mechanical Considerations
The first-generation GT is mechanically robust, but its low production volume means certain unique components can be expensive. Cooling systems, suspension bushings, dampers, clutch components and seals should be inspected according to age rather than mileage alone. Cars that sit for extended periods can develop issues despite showing very little odometer use.
Service records are therefore important, particularly for cars that have spent much of their lives in collections.
Half-Shaft Bolts
One well-known early Ford GT concern involves rear axle half-shaft attachment hardware. Ford issued updated hardware to address the possibility of fasteners loosening or failing on certain cars. Many vehicles received the improved parts years ago.
Documentation or physical confirmation that the appropriate update has been performed is worthwhile during a pre-purchase inspection.
Accident Damage
The GT’s wide body and enormous performance mean accident history deserves careful scrutiny. The aluminum chassis requires specialized repair techniques, and poorly repaired structural damage can be difficult and expensive to correct.
Original panel fit, chassis measurements and documented repair history are particularly important on cars that may have experienced track use or high-speed incidents.
End of First-Generation Production
Production ended after the 2006 model year, and Ford did not immediately announce a successor.
For nearly a decade the GT remained a remarkable one-off project: a modern GT40 tribute created during Ford’s centennial period and powered by one of the company’s most impressive V8s.
Its reputation grew steadily, particularly as manual transmissions and supercharged large-displacement engines disappeared from the supercar market.
The Second-Generation Ford GT
Ford stunned the automotive world at the 2015 North American International Auto Show by revealing an entirely new Ford GT. Unlike its predecessor, the new car was not a straightforward visual modernization of the GT40. It retained a low mid-engine silhouette and certain historic cues, but almost every major surface was driven by aerodynamic function.
The car also abandoned the V8 and manual transmission, signaling that Ford was prioritizing advanced technology and competition performance over nostalgia. Total production for the second-generation road car was ultimately capped at 1,350 total units globally after a couple of production extensions.
Carbon-Fiber Monocoque
The second-generation GT is constructed around a carbon-fiber passenger cell. Aluminum substructures support major mechanical components, while carbon-fiber body panels help keep weight low and allow extremely complex aerodynamic shapes.
Carbon construction gives the central structure exceptional rigidity and allows the narrow cockpit and large airflow channels that define the car’s shape.
Flying Buttresses
The most distinctive feature of the second-generation GT is its pair of flying buttresses extending from the roof toward the rear fenders. These structures allow air to travel around and through the body rather than forcing it entirely over the exterior surfaces. Airflow can be directed toward the rear wing and other aerodynamic components while the body remains relatively narrow around the passenger compartment.
The result is a shape that could not have been achieved simply by modernizing the original GT40 body.
Narrow Cabin
The carbon-fiber passenger cell is intentionally narrow to reduce frontal area and improve aerodynamic efficiency. Rather than widening the entire body around two occupants, Ford concentrated cabin space tightly in the center while allowing the fenders and aerodynamic channels to extend outward. This creates an intimate cockpit and contributes to the car’s unusual proportions.
3.5-Liter EcoBoost V6
The second-generation Ford GT uses a 3.5-liter twin-turbocharged EcoBoost V6 rather than a V8. The decision generated controversy because the GT40 and first-generation Ford GT were both closely associated with V8 power. Ford selected the V6 because of its compact dimensions, turbocharged performance and relationship to engines being developed for endurance racing.
Early production cars were rated at approximately 647 horsepower, with output increasing later in the production run.
EcoBoost Technology
The engine uses direct fuel injection, twin turbochargers and sophisticated electronic management. Compared with the first-generation GT’s supercharged V8, the V6 produces power in a more modern fashion. Turbocharging provides enormous midrange torque, while electronic boost management allows the engine to maintain performance over a broad range.
The engine’s compact size also contributes to aerodynamic packaging by allowing the rear body to narrow dramatically around the powertrain.
Seven-Speed Dual-Clutch Transmission
A seven-speed dual-clutch transmission replaces the first-generation car’s manual gearbox. The transmission changes gears extremely rapidly and keeps turbocharger boost available during acceleration. Paddle shifters allow manual control, but there is no clutch pedal.
This decision reinforces the fundamental difference between the two generations. The 2005 GT emphasizes mechanical interaction; the 2017 car prioritizes maximum performance and aerodynamic efficiency.
Pushrod Suspension
The second-generation GT uses an unusually sophisticated pushrod-operated suspension system. Rather than placing conventional coil-over units directly beside the wheels, pushrods transfer suspension movement to inboard spring and damper assemblies. This arrangement improves aerodynamic packaging and allows Ford to incorporate dramatic changes in ride height and suspension behavior according to driving mode.
Multimatic DSSV Dampers
The suspension uses Multimatic DSSV spool-valve dampers, technology with strong connections to motorsport. Rather than relying solely on conventional shim-stack damping, the spool-valve design allows extremely precise control over fluid flow and damping characteristics. This contributes to the GT’s ability to provide acceptable road compliance while transforming into a much lower and more rigidly controlled car in Track mode.
Track Mode
Selecting Track mode produces one of the second-generation GT’s most dramatic transformations. The car lowers substantially, suspension settings change, aerodynamic systems adopt more aggressive positions and drivetrain calibrations become more performance focused. The change in ride height is not merely cosmetic. Lowering the body substantially alters underbody airflow and aerodynamic performance.
Active Rear Wing
A large active rear wing automatically changes position according to driving conditions. The wing can alter both height and angle to balance downforce and drag. It also functions as an aerodynamic braking device under severe deceleration.
Ford incorporated a flexible trailing-edge design that can change the wing’s effective aerodynamic profile, providing another level of control beyond simply raising or lowering the entire assembly.
Aerodynamic Development
Aerodynamics drove nearly every aspect of the second-generation GT. Large front openings direct air through the body, the narrow cockpit reduces frontal area, flying buttresses manage flow toward the rear and an extensive underbody generates downforce.
The engine, suspension and cooling systems were packaged around these aerodynamic requirements rather than developing a conventional body and adding spoilers afterward.
Brakes
The second-generation GT uses Brembo carbon-ceramic brakes. Large rotors and multi-piston calipers provide the stopping power required for repeated track use while reducing unsprung mass. The active rear wing supplements the mechanical brakes by increasing aerodynamic drag under heavy deceleration.
Fixed Seats and Adjustable Pedals
The GT uses an unusual interior arrangement in which the seats are effectively fixed to the carbon structure. Rather than moving the seat substantially, the pedals and steering wheel adjust to accommodate drivers of different sizes. This approach reduces weight and allows occupants to sit as close together and as low as possible, supporting the narrow aerodynamic profile.
Steering Wheel
Many controls are mounted directly on the steering wheel, including drive-mode selections and other frequently used functions. This allows the dashboard to remain relatively uncluttered while keeping controls accessible during high-performance driving. The design reflects the car’s competition influence more strongly than the retro-inspired dashboard of the first-generation GT.
2016 Le Mans Return
Ford’s second-generation GT was developed in close connection with a factory-backed return to the 24 Hours of Le Mans. Ford entered the GT in the GTE Pro class in 2016, exactly 50 years after the company’s historic 1966 victory. The program involved Ford, Chip Ganassi Racing and Multimatic and was conceived alongside the road car rather than as an afterthought.
2016 Le Mans Victory
The Ford GT achieved a class victory at Le Mans in 2016, with the winning car finishing first in GTE Pro. The result carried enormous symbolic importance because it occurred on the 50th anniversary of Ford’s first overall Le Mans victory.
Although the modern GT competed in a class rather than for overall victory, the win provided the second-generation road car with a genuine competition connection comparable in spirit, if not exact circumstance, to its GT40 predecessor.
Road Car and Race Car Relationship
The road and racing versions were developed in parallel, and their aerodynamic concepts are closely related. Both use the narrow cockpit, flying buttresses and compact turbocharged V6 to create efficient airflow through the rear of the body. The production car is therefore more directly shaped by contemporary racing requirements than the first-generation GT, which was primarily a road-going homage to an earlier competition car.
Competition Series
The Ford GT Competition Series was introduced as a lighter, more track-oriented road-car specification. Weight-saving measures included reduced convenience equipment and greater use of lightweight components, while the car retained street legality. Production was limited, making genuine Competition Series examples particularly interesting to collectors.
Carbon Series
The later Ford GT Carbon Series combined weight reduction with somewhat greater road usability than the Competition Series. Exposed carbon-fiber components, lightweight wheels and other specialized equipment reduced mass while maintaining features such as air conditioning and a sound system.
Distinctive accent colors and exposed carbon give these cars an immediately recognizable appearance.
Heritage Editions
Ford produced numerous Heritage Edition versions of the second-generation GT. These cars commemorated important GT40 racing liveries, individual chassis and significant moments in Ford’s competition history. Gulf colors, black-and-white schemes and other historically inspired combinations connected the technologically advanced new car with its 1960s predecessors.
Unlike the 2006 Heritage Edition, which was essentially a single special specification, the second-generation program included multiple Heritage themes over several model years.
’66 Heritage Edition
One early Heritage Edition commemorated Ford’s 1966 Le Mans victory. Its black exterior with contrasting graphics referenced the winning Mk II GT40. The edition reinforced the new car’s connection with the anniversary that had motivated Ford’s return to Le Mans.
’67 Heritage Edition
Another Heritage Edition honored the 1967 Le Mans-winning Ford Mk IV. Its red-and-white color scheme referenced the American-built car driven to victory by Dan Gurney and A.J. Foyt. This connection is particularly significant because the Mk IV, like the modern GT, represented a distinctly American engineering response to international endurance racing.
Gulf Heritage Editions
Ford also produced second-generation GTs wearing Gulf-inspired blue and orange liveries. These commemorate the John Wyer GT40 Mk I cars that won Le Mans in 1968 and 1969. Because Gulf colors are so closely associated with the GT40, these editions have immediate visual appeal and strong collector recognition.
Alan Mann Heritage Edition
A later Heritage Edition honored Alan Mann Racing, which played an important role in Ford’s 1960s GT racing development. Its red-and-gold livery references the lightweight experimental GT40s prepared by the British team. This edition highlighted a less universally known but historically important part of the GT40 story.
Holman Moody Heritage Edition
Ford also honored Holman-Moody, another organization deeply involved in the original GT40 program. The special edition used colors and graphics inspired by the team’s 1966 race cars. Such editions demonstrate how extensively Ford mined the GT40’s competition history during the final years of second-generation production.
Ford GT Mk II
The Ford GT Mk II, revealed in 2019, removed the restrictions imposed by both road regulations and racing-class rules. Developed with Multimatic for track use only, the Mk II used substantially more engine output, increased aerodynamic downforce and simplified systems focused purely on circuit performance.
Because it did not need to meet road-car regulations or GTE Balance of Performance restrictions, engineers could exploit more of the platform’s underlying capability.
Mk II Power
The Mk II’s 3.5-liter EcoBoost V6 produces approximately 700 horsepower. Cooling capacity was increased to support sustained circuit operation, while aerodynamic modifications dramatically increased downforce. The active suspension and some road-oriented systems were replaced or recalibrated because the car no longer needed to transition between street and track configurations.
Ford GT Mk IV
The most extreme factory development of the second-generation platform is the Ford GT Mk IV. Named in tribute to the 1967 Le Mans-winning GT40 Mk IV, the modern Mk IV is a track-only machine with dramatically altered bodywork, a longer wheelbase and substantially greater power.
Its extended tail, enormous aerodynamic package and specialized chassis make it visually and mechanically distinct from the standard road car.
Mk IV Power and Drivetrain
The Mk IV uses a heavily developed EcoBoost engine producing more than 800 horsepower, paired with a racing-oriented transmission. Rather than simply increasing boost in a standard road car, Ford and Multimatic reworked the complete package around circuit performance.
Production was extremely limited, making the Mk IV one of the rarest and most specialized Ford GT derivatives.
Multimatic
Canadian engineering company Multimatic played an enormous role in the second-generation Ford GT. Multimatic contributed to engineering, suspension technology, race-car development and final assembly. Production took place at Multimatic’s facility in Markham, Ontario. This relationship differs significantly from the manufacturing structure of the first-generation car and is fundamental to understanding the second-generation GT’s competition-oriented engineering.
Production Allocation
Purchasing a new second-generation Ford GT was not simply a matter of visiting a dealer. Ford created an application and allocation process, selecting customers based partly on factors such as enthusiasm for the brand, ownership history and willingness to use and publicly share the car.
Demand greatly exceeded production capacity, making an allocation itself extremely valuable.
Resale Restrictions
Ford attempted to prevent immediate speculation by requiring early buyers to agree to restrictions on resale for a specified period. Several highly publicized disputes arose when owners attempted to sell cars before those restrictions expired. The policy reflected Ford’s desire to place GTs with enthusiasts and brand ambassadors rather than buyers intending simply to flip scarce allocations for profit.
Second-Generation Production
Second-generation production continued from 2016 into 2022, with customer cars generally associated with the 2017–22 period.
Total production was far lower than that of ordinary Ford performance models and remained tightly controlled.
The combination of allocation restrictions, numerous special editions and continual specification changes means individual build documentation is especially important.
First Generation Versus Second Generation
The two modern Ford GT generations share a name and historical inspiration but provide fundamentally different experiences.
The 2005–06 GT is the more traditional machine: supercharged V8, six-speed manual, hydraulic steering and relatively straightforward suspension. It feels like an exceptionally refined analog supercar.
The 2017–22 GT is a technological competition-derived machine: twin-turbo V6, dual-clutch gearbox, carbon monocoque, active aerodynamics and highly sophisticated suspension. It sacrifices some traditional mechanical interaction in exchange for dramatically greater aerodynamic and circuit capability.
GT Versus GT40
Neither modern Ford GT should be confused with a genuine 1960s GT40. Original GT40s are purpose-built competition cars and limited-production road derivatives with completely different chassis, engines, dimensions and historical significance.
The first-generation GT is visually much closer to the GT40, while the second generation interprets the original car’s purpose rather than copying its appearance.
Understanding the Major Ford GT Variants
The principal modern Ford GT variants can be summarized as follows:
- 2005–06 Ford GT: First-generation production car with 550-hp supercharged 5.4-liter V8, six-speed Ricardo manual, aluminum chassis and hydraulic steering.
- 2006 Heritage Edition: Gulf-liveried first-generation GT commemorating the Le Mans-winning John Wyer GT40s.
- 2017–22 Ford GT: Second-generation carbon-fiber supercar with twin-turbocharged 3.5-liter EcoBoost V6, seven-speed dual-clutch transmission and active aerodynamics.
- Competition Series: Lightweight, track-oriented street-legal second-generation specification with reduced convenience equipment.
- Carbon Series: Lightweight road-oriented model using extensive exposed carbon and specialized equipment.
- Second-Generation Heritage Editions: Multiple limited-production cars commemorating historic GT40s, racing teams and Le Mans victories.
- Ford GT Mk II: Track-only development with approximately 700 horsepower and substantially increased aerodynamic performance.
- Ford GT Mk IV: Extremely limited track-only final evolution with more than 800 horsepower, extended bodywork and specialized chassis development.
What Matters to Collectors
For a 2005–06 Ford GT, originality is increasingly important. The engine responds so readily to pulley, exhaust and computer modifications that many cars were altered when new. A completely factory-specification example with original engine calibration, exhaust, wheels and bodywork is therefore especially attractive, although carefully modified cars can make excellent drivers.
The Ricardo six-speed manual is central to first-generation appeal. Transmission condition, clutch operation and drivetrain service should be evaluated carefully, and confirmation of the updated half-shaft attachment hardware is worthwhile. Original paint and documented factory stripe configuration also matter increasingly as values rise.
The 2006 Heritage Edition occupies a special position. Because its Gulf livery is easy to imitate visually, factory documentation and VIN/build records should establish genuine Heritage status. A standard GT repainted in Gulf colors is fundamentally different from a factory Heritage Edition.
Accident history matters considerably on either generation. Aluminum structural repair on the first-generation car requires specialist knowledge, while the second-generation car’s carbon monocoque demands even more specialized evaluation and repair procedures.
For a second-generation GT, complete factory documentation is particularly valuable because specifications changed throughout production and numerous limited editions were offered. The original build configuration, Heritage status, Competition or Carbon Series specification and subsequent Ford or Multimatic work should all be documented.
Low mileage alone should not determine desirability. Tires, fluids, seals, hydraulic components and other age-sensitive systems require maintenance regardless of use. A regularly serviced car with somewhat higher mileage can be mechanically preferable to one that has remained static for years.
Collector Hierarchy
Among first-generation cars, the 2006 Heritage Edition occupies the most obvious special position because of its limited production and direct visual connection with Ford’s Gulf-liveried Le Mans winners. Particularly rare factory color and option combinations also attract substantial interest.
Excellent standard 2005–06 cars remain highly desirable, especially when completely original. The fact that every first-generation GT has a supercharged V8 and six-speed manual means there is no lower-performance automatic version diluting the basic specification.
The second-generation hierarchy is more complicated because Ford produced numerous special editions. Competition Series and Carbon Series cars are important because of their specialized equipment, while individual Heritage Editions appeal according to the particular GT40 history they commemorate.
The Mk II and especially the Mk IV occupy a separate category as ultra-limited track-only factory developments. Their rarity and performance make them historically important, although their inability to be used conventionally on public roads gives them a different collector role from road-going GTs.
Driving the First-Generation Ford GT
The 2005–06 GT feels surprisingly approachable once the driver has negotiated the unusual roof-cut doors and settled into the low cabin. Visibility is reasonable by mid-engine supercar standards, the controls are straightforward and there are relatively few electronic systems demanding attention.
The supercharged V8 defines the experience. Torque arrives immediately, so the car accelerates strongly without needing to approach redline. The engine feels muscular rather than delicate, and the combination of V8 exhaust and supercharger whine gives the Ford a distinctly American personality despite its mid-engine layout.
The Ricardo gearbox is equally important. Shifts require deliberate physical movement, and the clutch creates a direct connection between driver and drivetrain. There are no paddles, automatic modes or electronic launch routines to substitute for basic coordination.
Hydraulic steering provides useful feedback, while the wide chassis and mid-engine weight distribution generate substantial grip. The car is stable at speed but remains adjustable with throttle, particularly as the rear tires approach their limits.
The first-generation GT therefore occupies an increasingly rare position: it offers genuine 200-mph supercar performance through a manual gearbox, hydraulic steering and a large supercharged engine with relatively modest electronic intervention.
Driving the Second-Generation Ford GT
The second-generation GT feels much closer to a racing machine. The cockpit is narrower, the seating position more fixed and the steering wheel contains many of the controls that would normally occupy the dashboard or console.
The EcoBoost V6 lacks the traditional V8 soundtrack of its predecessor, but it delivers substantially more performance. Turbocharged torque arrives forcefully, and the dual-clutch transmission changes gears with almost no interruption in acceleration.
Aerodynamics become an active part of the experience. The rear wing changes position, the suspension alters ride height and Track mode lowers the entire car dramatically. The driver can feel the chassis becoming increasingly tied to aerodynamic load as speed rises.
The Multimatic dampers provide remarkable control without making ordinary road use impossible. On a circuit, however, the GT’s real purpose becomes obvious. Braking stability, downforce and high-speed direction changes matter more than traditional muscle-car drama.
That difference explains why comparing the two generations solely by performance numbers is misleading. The first GT is a road-going homage to an endurance-racing legend. The second is much closer to a contemporary endurance racer adapted for road use.
Lasting Importance
The Ford GT matters because two generations used the same historic inspiration to create almost opposite interpretations of the modern American supercar.
The 2005–06 Ford GT looked backward visually but was thoroughly serious mechanically. Its aluminum chassis, 550-horsepower supercharged V8, Ricardo six-speed manual and mid-engine layout gave it performance comparable with contemporary European exotics while retaining an unmistakably American personality.
Its greatest strength today may be the simplicity of its interaction. A driver operates a clutch, selects gears manually, feels the road through hydraulic steering and controls a large-displacement supercharged V8 primarily with the accelerator. There is sophisticated engineering beneath the surface, but relatively little of it attempts to mediate the experience.
The 2006 Heritage Edition strengthened the historical connection by adopting the Gulf colors associated with Ford’s 1968 and 1969 Le Mans victories. What began as a special paint-and-graphics package has become one of the most recognizable modern Ford collectibles.
The second-generation GT took a radically different path. Ford could easily have produced another retro-styled V8 supercar, but instead created a carbon-fiber, aerodynamically driven machine around a twin-turbocharged V6 and seven-speed dual-clutch transmission. Its flying buttresses, active rear wing and pushrod suspension were dictated primarily by airflow and circuit performance.
Most importantly, Ford took the new car back to Le Mans. Winning the GTE Pro class in 2016, 50 years after the GT40’s first victory, gave the second-generation GT a competition history of its own rather than forcing it to rely entirely on nostalgia.
The Competition Series and Carbon Series explored lighter road-going interpretations, while multiple Heritage Editions connected individual cars with specific chapters of GT40 history. The track-only Mk II and Mk IV then demonstrated how much additional performance remained when road and racing-class restrictions were removed.
For collectors, the two generations consequently appeal for different reasons. The first is increasingly valued as one of the last truly analog American supercars, combining a manual gearbox with enormous V8 performance. The second represents Ford’s ability to apply contemporary racing aerodynamics, carbon construction and advanced suspension technology to an extraordinarily limited production automobile.
Both ultimately succeed because neither is merely a cosmetic tribute to the GT40. The first Ford GT translated the original car’s appearance into a usable modern supercar; the second translated its purpose—using Ford’s engineering resources to compete with the world’s most sophisticated performance cars.
That connection with the GT40 gives the Ford GT a historical foundation few modern supercars can match, but the modern cars have now accumulated histories of their own. Together, the 2005–06 and 2017–22 Ford GTs represent two very different eras of performance engineering and two compelling interpretations of the same idea: an uncompromising mid-engine Ford built to stand alongside the world’s best.
Important Sales Reviewed by SCM Experts
Each month for the past 38 years, SCM’s analysts have reviewed 5 to 7 significant cars sold at auction, and discuss what options, history, or details made that particular more or less valuable. They give their expert opinion on the market for these cars, and whether this car was well bought or well sold. If you’re thinking of purchasing a Ford GT, you’ll likely find these profiles critical in helping you make the right decision.
1967 Ford GT40The early history of this roadgoing GT40 is particularly fascinating, outlined in extensive detail by marque specialist Ronnie Spain, whose report remains on file for this car and is available for review by interested potential bidders. It begins on February 16, 1967, one week before its scheduled delivery date, and its assignment by Ford to […]Read more- 2021 Ford GT Carbon SeriesRussell Sims, an emerging Ford design-team engineer, was selected for a top-secret project code-named “Phoenix.” Operating out of the “Batcave,” the basement of the Ford design studio, to keep things as quiet as possible, Russell and team began designing the components for the 2016 Ford GT that would take on the notorious 24 Hours of […]Read more
1969 Ford GT40One of the little-known aspects of Ford’s GT40 program was the company’s early interest in civilizing it for the road as the Mk III, to be marketed as an exotic halo model. To that end, 20 late-production GT40 chassis were commissioned in late 1966 by Ford headquarters in Detroit for the planned Mk III program. […]Read more
2017 Ford GT1,471 miles from new Finished in Triple Yellow with Lightning Blue stripes Nicely optioned, including carbon-fiber wheels Powered by 647-hp, 3.5-liter twin-turbocharged V6 engine Window sticker included Popular Videos about the Ford GT INSANE FORD GT-40 RIPS IT FOR ME! #toyotasupra #toyota #supra #cars #bmw MattsMK5 41,474,226 views Jeremy about the Ford GT…🏎️😏 Jeremy_House236 30,883,987 […]Read more
1965 Ford GT40 Roadster PrototypeThe first of five GT40 roadsters built The only GT40 roadster known to have continually survived in its original form Driven by legendary drivers including Ken Miles, Carroll Shelby and Jim Clark Award winner at the 2003 Pebble Beach Concours d’Elegance Few automobiles have achieved such status as the Ford GT40. Detroit’s first purpose-built prototype-class […]Read more
Cars For Sale
Quick links to listings for this make and model online:
Books on the Ford GT
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Past Auction Sales – Ford GT
Average Ford GT Sale Price by Year from SCM’s Platinum Auction Database:
Ford GT Sales from SCM’s Platinum Auction Database:
RM Sotheby's
Condition: 1
Aug 13, 2026
$830,000
Bring a Trailer
Condition: 1
Aug 7, 2026
$2,108,500
RM Sotheby's
Condition: 2
Jul 8, 2026
$532,258
RM Sotheby's
Condition: 1
Feb 27, 2026
$967,500
GAA Classic Cars
Condition: 1
Feb 19, 2026
$1,036,800
Bonhams Cars
Condition: 1-
Jan 29, 2026
$712,756
Barrett-Jackson
Condition: 1-
Jan 19, 2026
$880,000
ACC Auctions
Condition: 2
Nov 17, 2025
$430,000
Barrett-Jackson
Condition: 2+
Oct 15, 2025
$742,500
Barrett-Jackson
Condition: 2+
Oct 15, 2025
$605,000
Bonhams Cars
Condition: 1
Oct 12, 2025
$691,766
Broad Arrow Auctions
Condition: 2
Oct 10, 2025
$592,860
Worldwide Auctioneers
Condition: 3+
Aug 28, 2025
$775,000
Gooding Christie's
Condition: 1
Aug 15, 2025
$720,000
GAA Classic Cars
Condition: 1
Jul 24, 2025
$523,800
GAA Classic Cars
Condition: 1-
Jul 24, 2025
$442,800
Sotheby's Motorsport
Condition: 1-
May 8, 2025
$825,000
Bonhams Cars
Condition: 1-
May 3, 2025
$828,800
Bonhams Cars
Condition: 1-
May 3, 2025
$722,400
Barrett-Jackson
Condition: 1-
Apr 25, 2025
$902,000
RM Sotheby's
Condition: 2+
Feb 28, 2025
$703,500
GAA Classic Cars
Condition: 1
Feb 20, 2025
$556,200
GAA Classic Cars
Condition: 1
Feb 20, 2025
$540,000
RM Sotheby's
Condition: 2+
Feb 4, 2025
$673,522
Barrett-Jackson
Condition: 1
Jan 18, 2025
$1,760,000
Barrett-Jackson
Condition: 1-
Oct 10, 2024
$880,000
Saratoga Motorcar Auctions
Condition: 1
Sep 20, 2024
$647,350
Bonhams Cars
Condition: 1-
Aug 16, 2024
$357,000
Bonhams Cars
Condition: 1-
Jun 30, 2024
$819,982
Bonhams Cars
Condition: 2-
Jun 30, 2024
$406,763
Bring a Trailer
Condition: 2+
May 17, 2024
$474,500
Barrett-Jackson
Condition: 1-
Apr 18, 2024
$451,000
Bonhams Cars
Condition: 2
Feb 29, 2024
$409,250
GAA Classic Cars
Condition: 1
Feb 22, 2024
$770,000
RM Sotheby's
Condition: 1
Jan 25, 2024
$1,006,000
RM Sotheby's
Condition: 1-
Jan 25, 2024
$555,000
RM Sotheby's
Condition: 1
Dec 8, 2023
$863,000
RM Sotheby's
Condition: 2-
Nov 25, 2023
$405,502
GAA Classic Cars
Condition: 1
Nov 2, 2023
$556,200
Bring a Trailer
Condition: 1-
Oct 17, 2023
$359,000
Barrett-Jackson
Condition: 2+
Sep 28, 2023
$418,000
Barrett-Jackson
Condition: 2+
Sep 28, 2023
$495,000
Worldwide Auctioneers
Condition: 2+
Aug 31, 2023
$1,055,500
Mecum Auctions
Condition: 2
Aug 17, 2023
$385,000
Cars & Bids
Condition: 2
Aug 14, 2023
$394,500
Bring a Trailer
Condition: 2+
May 10, 2023
$430,000
Cars & Bids
Condition: 2
Apr 19, 2023
$353,500
RM Sotheby's
Condition: 2+
Mar 3, 2023
$478,000
RM Sotheby's
Condition: 1-
Mar 3, 2023
$1,050,000
Barrett-Jackson
Condition: 2
Jan 21, 2023
$522,500
See all 191 sales of Ford GT cars from SCM’s Platinum auction database.
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