The Ford Mustang GT350 and GT350R review

It’s the exhaust system. It’s an eye widening, amazing mechanical roar, both exotic and muscular at the same time. And that is in the Sport mode. In the standard mode, it’s a quiet cruiser and an excellent grand tourer. Comparisons to the BMW M4 are immediate and inevitable, it is that dialed in. Ford took the already very good Mustang platform and enhanced the suspension and drivetrain, and based on past drives of the current the model, the some interior bits as well.

The 2016 Ford Mustang GT350 is Ford’s flat plane crankshaft V-8 answer to the Camaro Z/28 but is absolutely street friendly and less expensive. The non-R version has a starting MSRP $47,995. It features a 5.2 liter V-8 rated at 524hp at 7500 rpm and a healthy 429 lb-ft. torque at 4,750 rpm. The 8000rpm redline makes for a long, hard pull to redline. With the exhaust in the quiet mode, and 80mph cruise is as silent as the BMW 3-series.

Styling takes the great lines of the current GT and adds more aggressive touches without overtly showing off, besides the stripes, of course. Two sets of twin exhaust tips are on either side of the rear fascia. The rear spoiler highlights the rear fascia and which had brilliant styling already. The front end slopes downward more than the standard GT. It’s subtle and very well done.

This particular one is owned by an avid collector and track day enthusiast, who also happens to have a GT350R as well. The R is reportedly the most track focused of the street legal factory track oriented versions of various cars he has experienced. The exhaust is louder (if you can believe it!) due to the lack of an intermediate resonator.  His opinion is that the GT350R was an
extreme choice for daily driving, and offered a quite different driving experience than the wonderful non-R GT350 changed when it was discovered the shipping blocks in the springs weren't removed.  However the Pilot Sport Cup 2s are temperature sensitive in case you want immediate fun. He knows what he’s talking about, with plenty of wheel time in nonstreet legal factory race cars.

There are no complaints about the car. It noticeably comes into the power band at 3500rpm, even to a passenger and is fully exploitable. The GT350 and R have been clocked running low 12s in the high teens in the quarter mile. A very similar trap speed to the BMW M4 and Corvette C7 manual.

The seats are excellent and the available features and amenities include a navigation system, rearview back-up camera and heated and air conditioned seats with the Technology package. MagneRide magnetic shocks are included in both the Technology and Track packages make for a firm, not harsh and nearly perfect for a performance car on the roads that were driven. A standard feature, and unheard of in street legal production cars until now, Electronic Line-Lock. It keeps the front brakes engaged while power can be applied to the rear wheels to spin the tires and warm them up for an ideal launch at the dragstrip.

Fortuitously the opportunity to hot lap a GT350R and quite a few others at Mazda Raceway Laguna Seca presented itself shortly after the GT350 ride. And the R was simply fantastic. Everything about it was dialed in and despite a somewhat high hood line (not as bad as a Camaro SS), the only other two vehicles that have made such an immediately impression were the Audi R8 and Ferrari 458 despite having radically different layouts. It’s that good. The new Camaro SS, far better than the Gen. 5 from last year has the potential in Z/28 form but still will have detrimental sight lines. The ATS-V with its odd gearing, severe turbo lag and terrible Cue system isn’t even a contender. The BMW M4 is close, but the soundtrack isn't engaging and the limits aren't as brutal. Considering it further, it is reminiscent of the CLK63 and C63 Black Series cars on the track. Simply brilliant considering the weight and front engine layout.

Although dynamically different than the mid-engine exotics, the GT350R is supremely driver oriented with supportive seats, an excellent shifter, great turn-in, and a confidence inspiring level grip with no body roll and extreme traction that made one feel like a hero on the track. The engine sound with the windows open was awesome and the engine revs so high, one instinctively shifts early at 7,000 rpm. It is at that high rpm can the vibration from the engine can be felt in the shifter but that was only at full throttle. Makes one wonder how much vibration can be felt in other cars at high rpm when hiding vibration isn't a priority.

Torque was abundant on the track, following in a supercharged Cadillac CTS-V, the R would accelerate out of the turns quite nicely. Its performance level limits are seemingly immediately obtainable and not as intimidating as the Viper ACR. In a head-to-head comparison versus the amazingly capable Camaro Z/28, both driven by pro driver Randy Pobst, the R
was over a second quicker on the track. The only thing missing is a rev-match feature for downshifting. Note to Ford if ever offered: Don't put redundant buttons behind the steering wheel, the worst possible location.

Factoring in price, it truly deserved the Road & Track Performance Car of the Year. It doesn’t compromise, it is practical, has a quality feel, it's engaging and an excellent choice for a do-anything performance car. If you can give up the rear seats and plan on tracking it, get the R. It is simply a supreme track monster.

Update: Randy Pobst clocked a stunning 1:36.11 at Mazda Raceway Laguna Seca in the GT350R. An absolutely amazing time!

Photos here:  https://www.facebook.com/media/set/?set=a.917600731677972.1073741881.378354382269279&type=1&l=b3ef041c3b