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Shelby American Revives the GT350 Nameplate with a Roaring 810-HP Mustang

Shelby American Revives the GT350 Nameplate with a Roaring 810-HP Mustang

Yahoo29-01-2025
⚡️ Read the full article on Motorious
The GT350 is back, and this time, Shelby American is steering the wheel. Sixty years after introducing the GT350 and GT350R as race-ready Mustangs, Shelby has revived the legendary nameplate with its own high-powered, track-focused iteration. Unlike the Ford-produced GT350s of recent decades, this model is fully crafted by Shelby American, marking a significant shift in ownership of the badge.
Under the hood, the new Shelby GT350 boasts a supercharged version of the Mustang GT's standard Coyote V-8 engine, delivering a jaw-dropping 810 horsepower. This powertrain, coupled with a Shelby-tuned Borla exhaust, propels the GT350 far beyond its original small-block roots. Additional performance upgrades include lowering springs, front and rear sway bars, and a short-throw shifter for manual-equipped models, ensuring the car is as thrilling to handle as it is to drive.
Shelby hasn't stopped at performance, either. The GT350 gets re-covered leather seats, a unique grille, and exclusive design elements, setting it apart visually from standard Mustangs. For buyers craving more, the GT350R offers a track-focused experience with carbon fiber enhancements, JRI race struts, and other advanced chassis upgrades. Limited to just 36 units, the R model emphasizes exclusivity and performance.
The base price for the Shelby GT350 starts at $109,995, provided it's built on a 2025 Mustang GT with a manual transmission. In some states, the supercharger is sold separately due to regulatory restrictions, meaning certain GT350s may retain the Mustang GT's stock 480-horsepower output. Pricing for the GT350R and the optional supercharger has yet to be announced.
With this revival, Shelby American cements its legacy of pushing Mustang performance to new heights, offering enthusiasts an unrivaled combination of power, heritage, and exclusivity. If you can handle the price tag, the GT350 promises to deliver an unforgettable ride.
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1994 Mitsubishi 3000GT VR4 Test: Japanese Gladiator
1994 Mitsubishi 3000GT VR4 Test: Japanese Gladiator

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1994 Mitsubishi 3000GT VR4 Test: Japanese Gladiator

From the April 1994 issue of Car and Driver. Last November at the preview of the new Mustang, Ford revealed that the styling of one of its early mock-ups was inspired by Arnold Schwarzeneg­ger. Mitsubishi now tells us its recent freshening of the 3000GT sports car was inspired by Benkei. Benkei? Is that the cute little Disney dog? Or the naughty Swedish actress? No, says Mitsubishi, this Benkei is a warrior character from Japan's historic Kabuki theater. Oh, that Benkei! We have it on good authority that Benkei was a tough guy—so fierce that when he died of arrow wounds, he was still standing up. Unlike Benkei, Mit­subishi's fierce 3000GT VR4 and its sister ship, the Dodge Stealth R/T Turbo, aren't about to expire anytime soon. But they've been changed this year to make them more ferocious. There's a lengthy list of revisions. For the VR4 model, there's twenty more horsepower and eight more pound-feet of torque on tap. The twin-turbo engine is linked to a new six-speed gearbox, and the brakes have been upgraded with larger discs and twin-piston, aluminum rear calipers. Other changes carry through the 3000GT lineup. There is a new passenger­-side airbag, CFC-free air conditioning, and a new Mitsubishi/Infinity audio system. JEFFREY G. RUSSELL | Car and Driver The front of the 3000GT has glass-cov­ered, projector-beam headlamps, replac­ing the previous pop-up units. Smooth hood bulges have replaced the caps that covered the suspension strut towers, and the car's little air intakes look cleaner. It's a sleek car. But the 3000GT still doesn't remind us of a Japanese warrior—Ameri­can Gladiator is more like it. If all cars came with the scoops, swoops, and spoil­ers of the VR4, J.C. Whitney would be out of business. The Benkei treatment turns out to be expensive. While the price of a 3000GT begins at $27,645, the top-line VR4 model starts at $42,253, up 9 percent from last year and a stunning 32 percent more than when the car was introduced three years ago. And that puts it up there with Nissan's 300ZX Turbo at $41,272. A well-optioned Corvette bows at less than $40,000. Mitsubishi has kept its sports car fully competitive. The VR4's roadholding is 0.92 g, and stopping from 70 mph takes 164 feet. The VR4 goes from zero to 60 mph in 5.1 seconds—0.4 second faster than the last VR4 we tested. Top speed is 153 miles an hour. Mitsubishi may know turbochargers better than anyone—it even builds its own. Between 3000 rpm and the 7000 redline, the buffed 3.0-liter V-6 is a paragon of strength and smoothness. Boost lag is barely perceptible at a relaxed pace, and seems to evaporate in fast driving. The driveline is almost as trick. Four­-wheel drive is something else in a car with this much power. Few cars can squirt out of corners like the VR4. Despite its confi­dent traction, there's oversteer to play with, owing to the car's 45/55 front-rear torque split and its hydraulically actuated rear steering system. The Getrag gearbox shifts easily, unless you're looking for the new sixth gear, which resides at the end of an awkward jog to the right and back. A minor annoyance remains: each clutch engagement during hurried driving is accompanied by an unseeming thud in the driveline. JEFFREY G. RUSSELL | Car and Driver The VR4's powerful brakes feel more consistent, and resist fade better. The ride could be better, despite the Electronic Con­trol System suspension. With the two-posi­tion dash switch set to Touring, the VR4 pounds over bumps. Switch it to the Sport setting and the suspension seems to dis­appear almost entirely. Despite its prodigious assets, the 3000GT VR4 still falls just shy of thor­oughbred status. Blame it on the bane of bean counters and engineers: that elusive "feel." 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Specifications Specifications 1994 Mitsubishi 3000GT VR4 Vehicle Type: front-engine, 4-wheel-drive, 2+2-passenger, 2-door coupe PRICE Base/As Tested: $42,253/$43,190 ENGINE twin-turbocharged and intercooled DOHC 24-valve V-6, iron block and aluminum heads, port fuel injection Displacement: 181 in3, 2972 cm3 Power: 320 hp @ 6000 rpm TRANSMISSION 6-speed manual DIMENSIONS Wheelbase: 97.2 in Length: 179.7 in Curb Weight: 3810 lb C/D TEST RESULTS 60 mph: 5.1 sec 100 mph: 13.9 sec 1/4-Mile: 13.9 sec @ 1000 mph 130 mph: 28.1 sec Rolling Start, 5–60 mph: 5.9 sec Top Speed (drag ltd): 153 mph Braking, 70–0 mph: 164 ft Roadholding, 300-ft Skidpad: 0.92 g C/D FUEL ECONOMY Observed: 17 mpg EPA FUEL ECONOMY City: 18 mpg C/D TESTING EXPLAINED

Ford Reports Strong Results, Reinstates Outlook on Tariff Impact
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time2 days ago

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Ford Reports Strong Results, Reinstates Outlook on Tariff Impact

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ECD Conjures Up 1967 Ford Mustang ‘Ghost'—with a Scary Price
ECD Conjures Up 1967 Ford Mustang ‘Ghost'—with a Scary Price

Yahoo

time4 days ago

  • Yahoo

ECD Conjures Up 1967 Ford Mustang ‘Ghost'—with a Scary Price

ECD Automotive Design is expanding its bespoke offerings to Ford's popular pony car after establishing itself with Jaguar and Land Rover products. The first example of ECD's approach to the Ford Mustang is a 1967 Mustang dubbed 'Ghost.' ECD says anything from a nut-and-bolt restoration to an over-the-top custom is in the realm of possibility. Commissioning a full restoration or a custom car seems daunting, at least from the perspective of one who can't afford it. There's having to place a deposit in the hopes of months—or more than likely years—down the line seeing the fruits of a craftsman's labor. Adding to that, the fear that your dreams might one day wind up on the evening news. Fortunately, there are more than a handful of solutions to toss a vintage machine into your collection—for a fee. From Crumpets to Mustangs While not the latest to jump into the bespoke restoration and modification world, the folks at ECD Automotive Design have recently set aside their crumpets, scones, and Whitworth tools to expand their offerings to first-generation Ford Mustangs. The publicly traded restoration and customization firm formerly known as East Coast Defenders made its way, as its name would suggest, restoring and modifying vintage Land Rover Defenders. Even though the company has found success with its Land Rover operation, it's been branching out to Jaguars and now the Ford Mustang. The first example from what is now named ECD Automotive Design started life as a lowly Mustang coupe before going through a fastback conversion at ECD's facility. Of course, this fastback conversion wasn't the only major change from ECD. This '67 Mustang, dubbed Ghost, now rides on a Roadster Shop chassis and leans on a stroked Windsor powerplant from Roush. Going down the build sheet, the bones underneath the Ghost read like a pro-touring enthusiast's trip through the SEMA show after hitting the Mega Millions—seemingly no expense is spared on the hardware. The Parts and Pieces 'The thing that we do well is we try to build quality into every single aspect of the car,' says Elliot Humble, ECD's CTO and one of its founders, while walking around Ghost. 'So every single part we buy is a quality part. We don't cheap out on pretty much any area of the vehicles.' And, he doesn't seem to be wrong. The high-end Roush mill and Roadster Shop RS chassis are only two, albeit important, pieces of this Mustang. The interior gets Recaro power seats that are finished in custom leather coverings. The AM radio is gone, and a touchscreen Alpine head unit handles your podcast or Bob Seger playing duties. That Alpine head unit also enables Apple CarPlay, which should help you navigate to the next stop on the Hot Rod Power Tour. The Roadster Shop chassis comes equipped with the rear four-link controlled Ford 9-inch rear, and the Roadster Shop SPEC IFS control arms manage the front wheels with Fox fixed-valve dampers. Bringing this Mustang to a halt is a set of Baer four-piston calipers that clamp 11.0-inch rotors at each corner. Those brakes don't see any vacuum assist, but you do get power rack-and-pinion steering to make the machine more nimble for low-speed maneuvers. How It Drives If you're wondering how this all translates to the driving experience, well, it still feels like a first-generation Mustang, if that makes sense. Admittedly, we weren't given the chance to push this Mustang to its limit on a skid pad or autocross, but just cruising around the Detroit suburbs shows that it still has some of the charm of an early Mustang. Body roll and dive are better managed, of course, and there's plenty more power on tap than a worn out 289 CID mill. The beating heart of the operation, the 347 CID Ford small-block from Roush Performance, makes this custom Mustang a treat for the community. Churning out 465 hp, this Windsor-based Roush Performance V8 breathes in through a set of velocity stacks that are managed by Roush's own EFI system. This spendy V8 looks slick with the hood up and offers good part throttle operation, as well as nice throttle management while you're rolling into it. The tune smelled maybe on the rich side, but that could just be a sensitive nose at play. That V8 works through a 4R70W transmission from Bowler, which works well and lets the owner enjoy the car as they see fit. Overall, the transmission did what you'd expect from a lightly upgraded 4R70—the shifts are smooth but firm. That said, folks at ECD would be more than happy to give you three pedals and let you row your own gears. As with any custom car or bespoke build, there will be some options that are more to your taste. This Mustang, for example, opted for non-power-assisted brakes, which means its owner is going to have great pedal feel from the Wilwood master cylinder, but might have one leg that is a little bit stronger than the other after a few weeks. Just like the transmission, ECD can give your Mustang power brakes. This is all good, and it's great to see the team at ECD expand its operations into the Mustang. It's also great that there's another seemingly reliable operation churning out collector cars. The downside? The cost. It's How Much?! Commissioning your Mustang from ECD will start at $279,995. Obviously, anyone who has commissioned a ground-up restoration or custom car build from a reputable shop will know the bills start to add up quickly. ECD wants to set itself apart from the average restoration shop by having tight timelines and keeping their customers informed about the process. 'We do absolutely everything possible to hit these timings that we promise,' says Humble. The company notes that for that princely starting price, you'll also net a two-year warranty. All in, this Ghost of a Mustang is undeniably a high-end, expensive-feeling custom car. Even more interesting than this particular '67 Mustang is how ECD is taking a different—and somewhat confusing—approach to the collector car restoration business model. 'The plan is growth,' says Humble. That push for growth is why the company is expanding from the relatively hard-to-find—at least in the United States—Jaguar E-Types and Land Rover Defenders, and is adding a more readily available option. 'People love the car. It's the American icon, isn't it?' he says. 'So, like, it's got to be a good first entry into the American car market for us.' It's hard to say that a Mustang from ECD is a good value—mostly, because that's just a ton of money. Still, having any restoration shop that won't end up on the nightly news take you through the process of completely rebuilding a car will set you back a good chunk of change. The company also has a fun configurator tool on their website that you can play with, even if you don't want to drop over a quarter million dollars on one of their machines. Do you think you'd ever spend that much on a restoration or restomod Mustang? Tell us your thoughts below.

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