The pedal feel remains firm and progressive, and during repeated panic stops the brakes shrug off the abuse, bringing the GT350R from 70 mph to a standstill in 146 feet. LOWS: Sad goodbye to a special engine, grip might cause passengers to question your sanity, more expensive than the GT500.įor 2020, Ford swapped out the previous crossed-drilled brake rotors for non-drilled discs because the latter are more durable and less expensive. It'll destroy corners and highway ramps and make whoever's riding shotgun question your sanity. The GT350R changes direction like the aforementioned Sanders in his prime. And what it wants, always, is more action. On the streets, the revised steering rack speaks loud and clear through the fuzzy steering wheel, communicating what the chassis wants. That's better than both GT4s we've tested. Around the skidpad, the Mustang clung to the tarmac with 1.11 g of force. Even with the adjustable camber plates kicked all the way in, the front wheels' eagerness to follow every crack in the road is largely removed.

For 2020, the GT350R receives a revised steering knuckle from the Ford Mustang Shelby GT500 that increases the caster to improve steering precision and straight-line stability. The GT350 has always had fantastic steering, but it's been plagued by the tendency to tramline, faithfully following ruts in the road.

But it's not just the hardware that defines these sweethearts, it's the experience they deliver. Both track specialists are two-seaters, ride on gummy Michelin Pilot Sport Cup 2 rubber, have amazing do-it-yourself gearboxes, and feature two of the most special engines available on the market today. The 2020 GT350R and Porsche's to-die-for hatch might have been more thematically aligned. More recently, we stacked a 2020 Corvette Z51 up against a Porsche 718 GT4, but perhaps the Chevrolet wasn't the right fit. As the GT350 and R aged, Ford turned the tuning knobs to improve its thoroughbred. We Test the 2019 Ford Mustang Shelby GT350.

Beamng mustang gt350r