2020 Ford Shelby GT500

MSRP range: $70,300
MSRP$74,095
Edmunds suggests you pay$68,587

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2020 Ford Shelby GT500 Review

  • Huge power from the supercharged V8 engine
  • Quick-shifting seven-speed dual-clutch automatic
  • High-speed handling aided by aerodynamics
  • Ride doesn't beat you up around town
  • Lackluster interior carries over from standard Mustang
  • Thick seat bolsters make for difficult entry and exit
  • Disappointing quality from standard audio system
  • Much-needed driving aids are optional
  • The GT500 returns after a six-year absence
  • Supercharged V8 good for 760 horsepower
  • Available carbon-fiber wheels
  • Part of the sixth Mustang generation introduced for 2015

At a distance, the 2020 Shelby GT500 looks like a Mustang that's been rushed through a speed shop with bad taste and unrestricted access to hastily made CAD files. But look closer and you'll see that the wide fenders, enormous grille and rear wing spoiler have a real purpose: to harness the speed generated by the latest über-Mustang's 760 horsepower.

The expansive fenders contain wider wheels and tires to better stick the car to the road, while the front grille sized like a New York City sidewalk grate helps cool the hard-working supercharged V8 engine. The rear spoiler and assorted lower and side winglets also aid in directing airflow to press the car to the ground.

When you're the top horse in the stable, expectations are high. And nothing short of world-beating performance is expected of the new Mustang Shelby GT500. Since Ford ended production of the previous-generation GT500 after the 2014 model year, Dodge has normalized pony-car extremes with its Challenger Hellcat variations and Chevrolet has set new records on the crucible of test tracks, Germany's Nürburgring, with its Camaro ZL1.

The GT500 is well-equipped to reassert itself. Ford and Tremec developed a new seven-speed dual-clutch transmission specifically for this engine and fitted huge 16.5-inch-diameter front brake rotors clamped upon with six-piston calipers. The adaptive suspension can adjust to various modes, including settings for track-day heroics or drag-race showdowns.

This Ford is clearly a purpose-built car that won't be content with the daily commute. Not that you couldn't use it for that, however. Inside you'll find striking two-tone leather sport seats, microsuede door panel inserts, a 12-inch LCD gauge cluster, the Sync 3 touchscreen infotainment system, Apple CarPlay and Android Auto, and an optional Bang & Olufsen sound system. Vanquishing world-class performance-car competitors need not come at the cost of comfort and convenience.

The GT500 does come at a cost, however. Add just a few options and you're looking at a Mustang with an MSRP of more than $100,000. Yet that money buys such staggering performance, and results in such little compromise in comfort, that it's pretty easy to say it's worth every penny.

What's it like to live with the GT500?

Having 760 hp is cool, but can you actually enjoy it every day? Edmunds' editorial team purchased a 2020 Ford Shelby GT500 to find out. We're driving it for a year and 20,000 miles. We passed on the somewhat extreme Carbon Fiber Track package and went with the more practical base model and opted for the Technology package. Check out our Shelby GT500 long-term test to learn even more about this super Mustang.

EdmundsEdmunds' Expert Rating
Rated for you by America’s best test team
It seems like just yesterday that we extolled the virtues of the Shelby GT350, calling it the best and most compelling Mustang ever built. But now there's the GT500 and it outperforms its little brother in every measurable metric. The big brother Shelby combines unbelievable straight-line performance with impressive handling, all while managing to be fairly comfortable and as practical as any other Mustang.
Monstrous. That's the easiest way to sum up the capabilities of the GT500. Straight-line performance is nothing short of shocking. Our test car ripped from 0 to 60 mph in 3.8 seconds and through the quarter-mile in only 11.3 seconds at a staggering 130.7 mph. Braking from 60 mph was also impressive with a recorded distance of only 98 feet; that's close to some supercars. Handling numbers were also highly impressive and the Shelby pulled 1.17g on our skidpad. Again, near some supercars.

The somewhat numb steering earns a minor demerit as does the Shelby's overly wide turning circle. You can expect to make plenty of three-point turns in this car. But the smoothness and quickness of the seven-speed dual-clutch automatic deserve special mention. The transmission is adaptive and responsive to the driver's input, making stop-and-go traffic or hot-lapping a total breeze.
The GT500 is impressively comfortable considering how capable it is. Other than the considerable levels of road and exhaust noise — and they're really not out of step for this class of car — there's little to complain about. You can adjust the trick MagneRide suspension to allow for a relatively comfortable ride on the highway or switch to the Sport or Track setting for more enthusiastic driving.

The GT500's climate control system is also a strong point. It provides good temperature regulation and has plenty of vents with excellent adjustability. Some larger drivers might dislike the aggressive bolstering on the optional Recaro seats, but they do an excellent job of holding you in during quick driving.
The interior of the GT500 is fairly standard Mustang stuff. While that means it's instantly recognizable to most modern Ford owners, it also means the GT500 has the same strengths and weaknesses as any other Mustang. Buttons abound, especially on the steering wheel, and it's all too easy to press the wrong one.

Getting into the driver's seat, unless you're exceptionally tall, will probably mean having to squeeze between the bottom of the steering wheel and the thick thigh bolsters on the seat, assuming you have chosen the optional Recaro seats. Rear seats may or may not exist (the Carbon Fiber Track Pack removes the seats). In either case, the space is a cramped as in a typical Mustang.
It's with some surprise that Ford has been so stingy with seemingly basic technology in the GT500. Navigation and a decent audio system are bundled in the optional Technology package. You'll need that package to get driver aids such as blind-spot monitoring and rear cross-traffic alert. A free lap timer and g-meter don't come close to making up for that.

Thankfully Android Auto and Apple CarPlay are standard and function very well, even allowing you to keep smartphone navigation up while listening to terrestrial or satellite radio. Though well sorted, the GT500's performance driver aids don't hold a candle to what's available in the Camaro ZL1.
The Shelby GT500 maintains all the usability of a standard Mustang, making it an actual candidate to be a 760-horsepower daily driver. Though the trunk opening is less than ideal, it makes the most of its capacity to hold golf bags or suitcases with ease.

The optional Carbon Fiber Track Pack is both good and bad for cargo capacity. It eliminates the rear seats and the ability to fold them to carry longer objects, but you get a second trunk of sorts with the space they used to occupy. Interior storage space is also identical to a standard Mustang's. You'll find enough room for sunglasses, a phone and drinks, and everything stays secure during spirited driving.
It's highly unlikely most owners of the GT500 will keep a close eye on their fuel bills, but they should brace for the extra expense this 760-horsepower Mustang will bring. The EPA rates the GT500 at 14 mpg combined (12 city/18 highway). In our time with the GT500, we managed to match the EPA's estimate and achieved 15.1 mpg on our 115-mile evaluation route. But we also had numerous tanks in the single digits. Of course, cars of this type rarely get stellar fuel economy, but the GT500 trails everything else in the class.
The price tag can easily be left out of casual conversation because it's so easy to geek out over the GT500's capability. But with our test car's as-tested price of just over $94,000, the value of all that performance suddenly comes into question. Sure, you can build out a BMW M4 to a similar price, but if outright performance is your game, the Camaro ZL1 1LE is more than $20,000 less expensive, as is a well-equipped C8 Corvette.

Even Ford aficionados might balk at the fairly standard Mustang interior and the lack of standard navigation, blind-spot monitoring or a decent audio system. But performance like this can blind potential buyers to any minor faults. Just make sure you get a gas card with some rewards points.
Previous iterations of the GT500 always left a little something to be desired. They had power, sure, but they lacked refinement and credibility on anything but a long, straight road. But the 2020 GT500 leaves all of that behind, somehow managing to be part drag-strip star and part road racer. It really does feel like the GT350's older, and much bigger, brother.

The Dodge Challenger Hellcat Redeye may have more power, and the hyperfocused Camaro ZL1 1LE might have more stick and cut a faster lap time, but the GT500 does nearly everything just as well and manages to provide occupants with a fairly comfortable ride and decent practicality.

Which Shelby GT500 does Edmunds recommend?

Start with the standard Shelby GT500 first and see if that doesn't satisfy your lust for bending the laws of physics. If not, you can add the Handling package for improved aerodynamics or go even harder with the Carbon Fiber Track package that upgrades the wheels, tires and suspension. These packages aren't available together, so you'll need to choose one or the other.

Ford Shelby GT500 models

The 2020 Ford Shelby GT500 is a high-performance version of the Mustang coupe available in a single trim level. Essentially, a track-ready, street-legal Mustang, it has many performance features not available on the standard-issue car.

Standard equipment starts with a supercharged 5.2-liter V8 (760 horsepower and 625 lb-ft of torque) paired to a seven-speed dual-clutch transmission and rear-wheel drive. Other key performance features include three powertrain coolers (oil, differential and transmission), adaptive dampers, a Torsen rear differential (with 3.73 gearing), race-grade Brembo brakes, and Michelin Pilot Sport 4S tires.

Hardcore performance doesn't limit comfort, however. Inside, the GT500 offers leather-wrapped front seats with simulated-suede inserts, a digital gauge cluster display, a Wi-Fi hotspot, and Ford's Sync 3 infotainment system with an 8-inch touchscreen and Apple CarPlay and Android Auto smartphone integration.

Serious enthusiasts may want to add the optional Handling or Carbon Fiber Track package. The former adds a Gurney flap to the rear spoiler for improved aerodynamic performance. The latter, meanwhile, equips the GT500 with 20-inch carbon-fiber wheels, upgraded tires and adjustable strut top mounts for fine-tuning alignment, Recaro front seats, and carbon-fiber interior trim. The Carbon Fiber Track package also removes the rear seat for weight savings.

If lap times aren't an obsession, consider the Technology package instead. It adds an upgraded Bang & Olufsen sound system, a navigation system blind-spot monitoring and driver-seat memory settings.

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Consumer reviews

There are no consumer reviews for the 2020 Ford Shelby GT500.

2020 Ford Shelby GT500 videos

[MUSIC PLAYING] CARLOS LAGO: Another drag race. Another attempt for the GT500. We've had trouble launching this car on this strip as you've no doubt documented on our YouTube comments. But we're going to give it a go and use this video to explain why. First off though, next to me is Alistair in the Tesla Model Y. Hi, Alistair. ALISTAIR WEAVER: Hi, Carlos. I don't remember any horrible comments about my driving in a GT500. CARLOS LAGO: You block them all out? ALISTAIR WEAVER: So this time, I'm in the Tesla, which in theory should be super easy. This is part of our Edmunds long term test fleet. It's a Model Y Performance, performance as we affectionately call it, it's a performance with the performance pack on it. All wheel drive, fully electric. On paper at least, it shouldn't be a match for the GT500. But in the real world, especially when it's cold and windy like it is here at Willow Springs, I think it could be a bit closer than you might think. CARLOS LAGO: Yeah, that's really the question, isn't it? This GT500 is also in our long term test fleet. It costs about $80,000 as equipped. That Model Y Performance performance was about $70,000. And though that Model Y doesn't have launch control, you just hit the go pedal and go, this does. But it also has 760 horsepower, which is certainly more than the Model Y, but half the number of drive wheels here. So the challenge is actually getting this car off the line on a street surface that hasn't been prepared. We know this car's faster. We've tested it. But actually getting those results in the real world is really difficult. And here we want to see what happens. ALISTAIR WEAVER: But before we get into racing, please subscribe to our YouTube channel. It helps us create more films like this. And if you're looking to sell your car, head to edmunds.com/sellmycar and we can make you a cash offer for yours today. Great feature. On with the racing. CARLOS LAGO: So the GT500 should win this race. If everything goes right, it will win this race. The problem is getting everything right. This is a very complicated car to launch, needlessly so. It isn't just putting 760 horsepower down to the wheels. It's the launch control. It works, but there's a delay from the time that you release the brake to the time that the vehicle actually starts moving. So when our guy counts down 3, 2, 1, go, I'm going have to leave basically on one in order for the car to leave on go. That's the problem. Once this car hooks up though, which is sometime in second gear, maybe third, it should absolutely reel in that Model Y. It's just up to me to make sure I release the brake pedal at the right point in the countdown kind of like judging timing lights and a drag strip. ALISTAIR WEAVER: That's a muscle car. This is a family orientated compact SUV. But we know from past experience that that Shelby is difficult to launch off the line, whereas this has all wheel drive and oodles of electric motor thrust. Can I win? In theory, no. Will I win? Yeah, I might just. CARLOS LAGO: Alistair, I'm going to leave on one of go. ALISTAIR WEAVER: Carlos, I have one thing to say to that. SPEAKER 1: Drivers, 3, 2, 1, go. ALISTAIR WEAVER: It's just not funny. CARLOS LAGO: Can't hook. Can't hook. ALISTAIR WEAVER: Now you can all shout your YouTube comments to Carlos Lago. CARLOS LAGO: I just couldn't hook up. I didn't hook up until like partway through third gear. ALISTAIR WEAVER: Yeah I didn't really even build it up on with my left foot on the brake. I just kind of punched go like a golf cart. And it just went. CARLOS LAGO: So the thing is I actually got the timing on the launch right. I literally left it when he said one. And I moved as he said go. But there was just no grip, no grip at all. So I might try that again but actually try to pedal it a little bit just to make sure that it doesn't get caught up with all the electronics trying to manage traction. But God, that's embarrassing. ALISTAIR WEAVER: Are you using traction control? CARLOS LAGO: I'm using launch control. ALISTAIR WEAVER: But dialing down the RPM? CARLOS LAGO: Yeah. I've got launch control set to the lowest possible launch RPM which is about 1,200. And it's still no good. ALISTAIR WEAVER: Yeah that's what I did last time. And that seems to be the best way. But I've just been handing out all your social handles for the commentary. CARLOS LAGO: I give a shout out to any member of the GT500 community to come out to this surface and try to do it better in their car. ALISTAIR WEAVER: Do you know what? For how much you and I have been vilified for this, I think that would be-- I think that would be a lot of fun. That's a video I'd like to make. CARLOS LAGO: I also would like to encourage Ford to develop a more sophisticated launch control system that at least doesn't have a delay in it. ALISTAIR WEAVER: We'll bring the C8 Corvette and the Tesla and challenge all comers in their GT500. CARLOS LAGO: Right. For race two, I'm not going to try to drive better. I got the timing right for launch control. But there was just too little traction through first, second, and most of third gear in order to actually make use of that 760 horsepower. Alistair, that must have felt good from your perspective. ALISTAIR WEAVER: Yeah. I mean, I didn't even-- do you normally use your left foot on the brake pedal in this car? Or do you just boot it? Yeah, I was just booting it. Yeah, I mean it's great. But it's also kind of boring. It's kind of boring. I was almost like checking my WhatsApp. CARLOS LAGO: That's what the fart mode is for. Anyway, race two. Let's get on with it. SPEAKER 1: Drivers, we're going to race in 3, 2, 1. Go. ALISTAIR WEAVER: I think he got a better launch that time. CARLOS LAGO: Come on. Hook up. Hook up. ALISTAIR WEAVER: Just coming around, Carlos. About 113 at the end. We have measured the quarter exactly but-- CARLOS LAGO: This GT500 is hopeless off the line on a unprepped street surface. ALISTAIR WEAVER: Do you know what, though? I think that's what makes the car so much fun on a racetrack, the fact that it's just so easy to slide around and has such a kind of surfeit of power over grip and traction. So it's a double edged sword for me. CARLOS LAGO: I basically was trying to pedal it through first gear and then too much power over on the tires. I probably should have short shifted. Here's the thing. We know intellectually this GT500 is significantly faster to the quarter mile, quicker to the quarter mile than that Model Y. But actually getting to do that, actually making that happen in the real world, is so difficult to do that, effectively, that Model Y is faster. That's the real world. But what happens at the lab under ideal conditions at the Edmunds official test track? Well, with a good launch, the GT500 actually ties the Model Y Performance performance to 60 miles an hour. The two literally posted the same results. But after that, the GT500's extreme power sets in, evident by a quarter mile elapsed time. That's over half a second quicker and a trap speed that's 15 miles an hour higher. It did 130 in the quarter. That's insane. But now back to reality. ALISTAIR WEAVER: Those Brembo calipers look very cool when you're just driving along beside me there. CARLOS LAGO: I hear that even though your calipers say Tesla, they're actually supplied by Brembo. ALISTAIR WEAVER: Nobody actually makes a car. They just assemble it. CARLOS LAGO: So here's the thing. We know the Model Y is faster in a drag race. But we've got to do a roll race to show just how much more power this has than the Model Y. ALISTAIR WEAVER: So as a betting man, my money is now all on the Ford. CARLOS LAGO: I think I'm just going to do it in third gear. ALISTAIR WEAVER: I'm going to do it in first gear. CARLOS LAGO: Also, Top Gear for you. We're going to get to about 30 miles an hour, nail the gas pedal, or in this case, the accelerator pedal as we cross the start line, and then see who wins. I suspect I should win. ALISTAIR WEAVER: OK, 30 miles an hour. CARLOS LAGO: 760 horsepower, don't fail me now. ALISTAIR WEAVER: When we hit the cones. Ready, ready, ready, ready, and mash. CARLOS LAGO: It downshifted. Why did you downshift? Why did you downshift? Why did-- Oh, it's so frustrating. It downshifted into second gear even though it knew there was no traction in second gear. As soon as I accelerated, oh, that's so frustrating. ALISTAIR WEAVER: I wonder if you left all the stability control and the traction on, whether it would do that. CARLOS LAGO: That's just it, Alistair. It's all on. ALISTAIR WEAVER: That's a bit embarrassing then, really. CARLOS LAGO: It's all on. All the stability control is on. ALISTAIR WEAVER: This is supremely able to doing this sort of thing. But it's-- I don't see the joy of winning if you don't feel like a participant. CARLOS LAGO: Well, I don't see the point of participating if there's no chance of winning. And that's the case for the GT500 it seems. ALISTAIR WEAVER: It's never the taking part that counts. It's just not. It's not, children. I'm sorry. CARLOS LAGO: So the GT500 again loses another drag race because for reasons we've already shown. We're awful drivers. ALISTAIR WEAVER: Do you want me to have a go in the time that we've got left just to demonstrate that it's the car? CARLOS LAGO: There's certainly a risk there. ALISTAIR WEAVER: I don't think there's much of a risk really. CARLOS LAGO: Wearing my mask let's not get Alistair's cooties. ALISTAIR WEAVER: Feeling good, Carlos? CARLOS LAGO: Yes. Yes. So this is either going to go one of two ways. One, you're going to prove I don't know how to drive a GT500, or two, you're going to prove neither of us know how to drive a GT500. We're risking a lot to gain a little. ALISTAIR WEAVER: Yeah, but I'm sure YouTube will go easy on us. CARLOS LAGO: They always do. All right. Let's do this. SPEAKER 1: Racers. We're going in 3, 2, 1. Go. CARLOS LAGO: No hands. ALISTAIR WEAVER: I kid you not, I was kind of looking down to make sure that I had it in drive for the first half a second. It just didn't go anywhere. CARLOS LAGO: Yeah. That's that delay. For the record, I did 3/4 of that run without my hands on the steering wheel. This thing has autopilot, right? ALISTAIR WEAVER: It's a strange thing because it is kind of fun. But at the same time, it's also hugely frustrating. I guess the key thing is at least I feel like I'm driving. Oh yes. Carlos, I'm going to try something different. I'm not going to use launch control or anything. I'm just going to try and drive it off the line. CARLOS LAGO: Good luck. We're all counting on you. SPEAKER 1: Drivers, we're going to race in 3, 2, 1. Go. CARLOS LAGO: Bye, Mustang. ALISTAIR WEAVER: Short shifted. CARLOS LAGO: Bye. Bye. ALISTAIR WEAVER: That was better. That was actually better. I really feel the power doing it. That was marginally better. Just drive it off the line and then short shift. CARLOS LAGO: Marginally better still means second place. ALISTAIR WEAVER: Yeah, it didn't avoid a ritual humiliation. But it is, on this surface, maybe that's the way forward. Anyway boys and girls, big lesson is here this thing is an extremely difficult thing to get off the line. 760 horsepower, cold weather, dusty surface, rear wheel drive, not the best combination when up against full EV, all wheel drive, two motors, and Carlos Lago, obviously. CARLOS LAGO: Yeah. I was going to say, don't forget bad drivers. ALISTAIR WEAVER: Awful. Abysmal drivers. CARLOS LAGO: Literally the worst in the industry. [MUSIC PLAYING]

Drag Race! Tesla Model Y vs. Shelby GT500 | EV vs. Muscle | 0-60 Performance & More

Features & Specs

Base MSRP
$70,300
MPG & Fuel
12 City / 18 Hwy / 14 Combined
Fuel Tank Capacity: N/A capacity
Seating
4 seats
Drivetrain
Type: rear wheel drive
Transmission: 7-speed automated manual
Engine
V8 cylinder
Horsepower: 760 hp @ N/A rpm
Torque: 625 lb-ft @ N/A rpm
Basic Warranty
3 yr./ 36000 mi.
Dimensions
Length: N/A / Height: N/A / Width: 75.9 in.
Curb Weight: N/A
Cargo Capacity, All Seats In Place: 13.5 cu.ft.
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At a Glance:
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Safety

Our experts’ favorite Shelby GT500 safety features:

SOS Post-Crash Alert System
Sounds the horn and flashes the emergency indicators in the event of a crash, alerting emergency workers of your location.
Rearview Camera
Helps you navigate into tight parking spots and avoid collisions when backing out of spots in crowded parking lots.
Ford MyKey
Allows the owner to set secondary-driver parameters and limits for teen and valet drivers.

Ford Shelby GT500 vs. the competition

2020 Ford Shelby GT500

2020 Ford Shelby GT500

2019 Dodge Challenger

2019 Dodge Challenger

Ford Shelby GT500 vs. Dodge Challenger

The SRT Challenger Hellcat is today's most bonkers muscle car, with 717 hp in its standard configuration and 797 hp in the new Redeye variation. That's just a silly amount of power to put in a regular motorist's hands. But to quote Childish Gambino, this is America, and the only thing vaguely un-American about the Redeye is that it doesn't make 800 horsepower. The GT500 won't knock out the same power, but it's in the neighborhood, and it will undoubtedly handle itself better around a racetrack.

Compare Ford Shelby GT500 & Dodge Challenger features 

Ford Shelby GT500 vs. Chevrolet Camaro

The GT500 (along with the "lesser" GT350) and the Camaro ZL1 are archenemies and share many of the same types of upgrades to the suspension, powertrain and brakes for better performance on the track. Like the Camaro, the GT500 uses a supercharged V8 engine, but the Shelby puts out 110 more horsepower. On paper, that looks substantial. In practice, these two will be very closely matched, with the Shelby probably having an edge at the top end of acceleration.

Compare Ford Shelby GT500 & Chevrolet Camaro features 

Ford Shelby GT500 vs. BMW M4

A Mustang compared to a BMW? In days past, this matchup would've been unthinkable. But today's Shelby is no ordinary Mustang, nor is the M4 an ordinary BMW. This contest isn't fair, though; the GT500 makes about 330 hp more than the BMW. And on the track, the Shelby has wider tires to make use of all that power. The M4 is more luxurious, but the GT500's power easily makes up for any comparative lack of refinement.

Compare Ford Shelby GT500 & BMW M4 features 

Related Shelby GT500 Articles

Edmunds Tested: Mustang GT500 vs. Charger Hellcat vs. Camaro ZL1

Carlos Lago by Carlos Lago , Senior WriterJanuary 16th, 2020

When you have three of the most powerful and highest-performing muscle cars the world has ever seen, you do the ultimate muscle car test.

That's exactly what the Edmunds team did in December when we had a 2019 Chevrolet Camaro ZL1 1LE, a 2019 Dodge Challenger Hellcat Redeye Widebody and a 2020 Ford Mustang Shelby GT500 Carbon Fiber Track Pack. Total horsepower? 2,207.

The team spent two weeks testing and evaluating these three, just like we do with every vehicle that enters our garage. We logged performance figures at our private test facility, and hosts Carlos Lago, Kurt Niebuhr and Elana Scherr lived with each car, using them for errands and Instagram postings.

To film the drag race and comparison videos, we spent two days at a larger facility since there are precious few places to safely and legally run three cars side by side up to 130 mph.

The specs and notes from our test team follow below.

Technical specifications and performance data

 

2019 Chevrolet
Camaro ZL1 1LE

2019 Dodge Challenger Hellcat Redeye Widebody

2020 Ford Mustang Shelby GT500 Carbon Fiber Track Pack

Price, base; as-tested (includes destination and gas-guzzler tax)

$64,695; $75,485

$79,440; $89,595

$73,995; $94,265

Configuration

Front-engine, RWD

Front-engine, RWD

Front-engine, RWD

Engine

Supercharged 6.2-liter V8

Supercharged 6.2-liter V8

Supercharged 5.2-liter V8

Output

650 hp @ 6,500 rpm, 650 lb-ft of torque @ 3,600 rpm

797 hp @ 6,300 rpm, 707 lb-ft of torque @ 4,500 rpm

760 hp @ 7,300 rpm, 625 lb-ft of torque @ 5,000 rpm

Redline

6,500 rpm

6,400 rpm

7,500 rpm

Fuel economy, combined (city/highway)

16 mpg (13/21)

16 mpg (13/22)

14 mpg (12/18)

Transmission, final drive, differential type

10-speed automatic, 2.85:1, electronic limited-slip

8-speed automatic, 3.09:1, asymmetric limited-slip

7-speed dual-clutch automatic, 3.73:1, Torsen limited-slip

Front suspension

MacPherson strut, Multimatic DSSV coilover shocks, adj. camber plates, adj. strut mounts, adj. height, stabilizer bar

Independent SLA, electronically adj. Bilstein coilover shocks, stabilizer bar

MacPherson strut, electronically adj. MagneRide shocks, adj. strut mounts, stabilizer bar

Rear suspension

Independent five-link, Multimatic DSSV shocks, adj. stabilizer bar

Independent five-link, electronically adj. Bilstein shocks, stabilizer bar

Independent integral-link, electronically adj. MagneRide shocks, stabilizer bar

Brakes: f;r

15.4-in vented rotors w/ six-piston calipers; 14.4-in vented rotors w/ four-piston calipers

15.4-in vented and slotted rotors w/ six-piston calipers;  13.8-in vented and slotted rotors with four-piston calipers

16.5-in vented rotors w/ six-piston calipers; 14.6-in vented rotors w/ four-piston calipers

Wheels: f; r, construction

19 x 11-in; 19 x 12-in, forged aluminum

20 x 11-in, forged aluminum

20 x 11-in; 20 x 11.5-in, carbon fiber

Tires: f; r

Goodyear Eagle F1 Supercar 3R305/30R19; 325/30R19

Pirelli P Zero 305/35R20

Michelin Pilot Sport Cup 2
305/30R20; 315/30R20,

Wheelbase

110.7 in

116.2 in

107.1 in

L x W x H

190.2 x 74.7 x 52.4 in

197.5 x 78.3 x 57.5 in

189.5 x 76.6 x 53.7 in

Weight (f%/r%)

3,892 lbs (54.8/45.2)

4,527 lbs (56.9/43.1)

4,058 lbs (56.6/43.4)

lb/hp

6.0

5.7

5.3

0-45 mph

2.8 sec

3.1 sec

2.8 sec

0-60 mph

3.9 sec

4.2 sec

3.8 sec

0-60 mph (w/ 1-ft rollout)

3.5 sec

3.9 sec

3.5 sec

0-75 mph

5.1 sec

5.3 sec

4.8 sec

Quarter-mile

11.6 sec @ 122.4 mph

11.7 sec @ 127.0 mph

11.3 sec @ 130.7 mph

Braking, 60-0 mph

102 ft

102 ft

98 ft

200-ft skidpad, g (avg)

1.21

1.00

1.17

Testing notes
Test date: December 9, 2019

2019 Chevrolet Camaro ZL1 1LE
Driver: Kurt Niebuhr

Weather conditions
Temp: 65.8 degrees
Barometer: 30.0 inches Hg
Humidity: 55.6%
Wind speed: 5.4 mph
Wind direction: Tail and cross

Acceleration
Weird as it is to have a 10-speed automatic paired to a 650-hp V8, it makes a case for itself when you're really on it. Revs are nearly always at peak power and there's no real pause and following torque/power spike to upset the car and spin the tires. Key-up is fairly ferocious and traction, though ample, is limited by the cold-ish tires. Very little wheelspin to get the 1LE sideways and it gets points for stability when something like a Hellcat would be trying to jump the fence. Shifts are quick and smooth, but not snappy like a dual-clutch. That's not a complaint, just an observation.

Launch control is through Performance Traction Management, though with the lack of traction, I went with Sport 1. You'd need to get these tires really hot on a grippy surface to use Race, and we didn't have anything approaching that level of grip. Launch control almost bogs it down off the line and you wonder if the run is blown before the Camaro just explodes down the straight. Nearly holy hell, but it's almost too quiet to be this fast. It almost takes away from the thrill to not hear more of the blower, exhaust or both.

Braking
Good brakes in this car, but the tires need temp to have any grip. Cooldown was shortened just to keep the rubber warm-ish. No brake dive, just stopping power time after time. Great feel, great stability. Proof that Chevy can build a car that stops when it cares enough. Could do this all day. 

Handling
Tires need heat. Sound familiar? Cooling temps and a setting sun meant most runs needed two to six warm-up laps before it felt like it wouldn't swap ends. With these tires, the 1LE is damn near dangerous when it's chilly outside. But once up to temp, damn! The aero bits might not be working at these speeds, but it's fun to imagine they're doing something.

Takes some recalibration to get the car up to the right speed to start a skidpad run. Tires are near silent no matter what's happening, so you've gotta pay really close attention to know what's happening. ESC seems really good right off the bat. Still, 1.16 g (avg)? That's insane. Peak runs had Performance Traction Management in Sport 2, but all the way off was very close. Again, cooler temps and lack of constant temps limited the numbers. Fairly amazing, even if the car is a single purpose hot-lapper.

2019 Dodge Challenger Hellcat Redeye Widebody
Driver: Jonathan Elfalan

Weather conditions
Temp: 65.3 degrees
Barometer: 30.0 inches Hg
Humidity: 56.7%
Wind speed: 4.9 mph
Wind direction: Tail and cross

Acceleration
Echoing Kurt's sentiments here the first time we tested. Not enough grip to even use a fraction of the power off the line. Launch control has a selectable engine speed, but it's not a very smart system. It's quicker to do things manually. Our best run came using the same approach as last time, starting in second gear and just easing into the power until you get right below the wheelspin. I kept street traction on, and it seemed to net a similar result that Kurt with it off. Acceleration is otherwordly when you actually have traction.

Braking
Feels like I needed quite a bit of pedal pressure to reach the ABS threshold braking. Also experienced some wooden pedal moments after a few accel runs, which Kurt did not experience. Now I'm thinking the pads might be slightly glazed? Otherwise the tires do an admirable job of bringing this heavyweight down to a stop, at least from 60 mph. 102 feet? That's impressive. And consistent.

Handling
Yeah, this is still a big, heavy muscle car not originally intended for curves. It steers and goes pretty well and has a pretty nice amount of grip, but you can feel that once you break it loose at some speed you're gonna be sliding for a while. Steering feels a bit slow and light on feedback, but it's enough to sense when the front end goes away. It pushes at the limit as long as you are patient with the throttle. The Track mode suspension setting is pretty stiff even around this skidpad area. It works well for the skidpad itself, but any of the bumps around the track make themselves known. Obviously not the right choice for a track-day weekend.

2020 Ford Mustang Shelby GT500 Carbon Fiber Track Pack
Driver: Kurt Niebuhr

Weather conditions
Temp: 67.1 degrees
Barometer: 30.0 inches Hg
Humidity: 54.3%
Wind speed: 3.3 mph
Wind direction: Tail and cross

Acceleration
Ferocious is really the only word you can use. Key-up accel was very fast, even with the standard ESC setting and no real heat in the tires. Wheelspin was managed with a bit of heavy hand, but it never shut the car down — you just felt it fighting until the car finally had some traction. The Redeye, for example, lets too much wheelspin happen before clamping down too far before letting it spin up again before finally just giving up. The GT500 seems to understand things a bit better.

The 1-2 shift spins the tires (ESC flashes but stays low-key) and the 2-3 shift chirps them. That's over 70 mph. The bottom end on this thing is impressive. With "only" 5.2 liters, there's a lot of power under 3,000 rpm. Thanks, giant blower! Above 5,000 rpm this thing just ignites. Thanks again, giant blower! Acceleration is unbelievable. It pulls very, very hard to 7,500 rpm before doing it again in the next gear unabated. 127 mph trap in key-up settings. 131.6 in the quickest. Madness. Launch control lets you tailor the launch rpm, but even down to 1,200 rpm (the lowest allowed), there was still a fair bit of spin/intervention.

Shifts are a bit firmer, but they don't feel engineered that way — it's simply a lot of power cutting out and then coming back in. With ESC off, you need to stay sharp as the car will spin its wheels at nearly 100 mph if it's cooler or the surface is a tad dirty. Super duper impressed. Monstrous power. 5 stars. Would go full throttle again.

Braking
I knew it had a sub-100-footer in it. Sport Cup 2s really help, but the GT500 is remarkably stable and really shows just how good the Mustang platform has become. Like other Mustangs, the pedal is firm and the brakes come in high, not far into the pedal stroke. But unlike other Mustangs, about 90% of the braking power happens immediately, making for some abrupt stops at higher speeds when you're simply trying to scrub off a bit of speed or brake at 50%. Besides that, pedal feel is excellent and you have all the confidence you need to stop from 60. Repeatedly.

Handling
No doubt this car had a pretty aggressive alignment (the camber plates looked to be maxed-out), but these are still fairly ridiculous numbers from a Mustang. Turn-in is crisp, but still a little numb … but the steering lets you get right down to business. There's decent feel for something so big and heavy — and with so much tire — and there's a LOT of stick. Power can be metered out with some subtlety — in third gear. Body roll is minimal. Recaros do the trick.

The Sport Cup 2s talk just a little bit as you get close to the limit where the GT500 tends to understeer away the grip. Feels pretty safe for 760 HORSEPOWER. The thing absolutely monsters the handling loop. The front tires start to fade on this short track before the end of three laps but the brakes stay with you. Spinning off into the sticks only requires turning off traction control. ESC is best left on, really. Stupid fast.

2020 Ford Shelby GT500 First Drive

We Let 760 HP Rip on the Racetrack and Drag Strip

Carlos Lago by Carlos Lago , Senior WriterOctober 29th, 2019

The Ford Mustang Shelby GT500 has never been a stranger to headlines.

Since the model's reintroduction in 2007, the GT500 has continually reset expectations for power and performance. Consider the 2013 model, which boasted 662 horsepower and a 200-mph top speed. Those numbers were unheard of for muscle cars of the time.

The 2020 Ford Mustang Shelby GT500 continues its regularly scheduled power climb with a supercharged 5.2-liter V8 that makes 760 hp on 93 octane. But there are two new curious attributes to its arsenal: a lower 180-mph top speed and a standard seven-speed dual-clutch automatic transmission.

Absurd top speeds are decidedly less useful than transmissions, but both changes point to how Ford wants this new model to perform. Instead of being just a hot rod with a massive engine and a lofty top speed, the new GT500 seeks to be capable on a racetrack too.

What's it like on the road?

We primarily drove a GT500 equipped with the optional Carbon Fiber Track package. Its lower ride height, 20-inch carbon-fiber wheels, front splitter extensions, and adjustable wing all scream "racetrack-use only." But unless you've got a tow vehicle and trailer, you still have to drive to the track. That's what we did.

Settling into the bucket seats reveals manual adjustments and no lumbar. The side bolsters are snug but not overly tight, and we didn't feel much discomfort during approximately 100 miles of road driving. The sole downside is that, to exit, you have to slide the seat back to make enough room between the bolsters and the steering wheel. We can live with that.

Poke the start button and the V8 lets out a loud rasp before settling to a burly idle. The rotary shifter is an odd sight in a Mustang, but the GT500's new dual-clutch automatic is so well-behaved that you'll quickly get used to it. Twist the knob to Drive and roll onto the gas pedal and the GT500 moves off smoothly and promptly.

The GT500 reaches highway speeds — and highway-plus-plus speeds — effortlessly. The numbers change in the digital speedometer with a brutal matter-of-factness. Aside from the blaring soundtrack from the exhaust, the GT500 is utterly stable so the only real drama is the damage potential to your driver's license. The Michelin Pilot Sport Cup 2 front tires (part of the Carbon Fiber Track package) are very eager to follow every groove in the road, but otherwise the GT500 takes easily to freeway traffic. Even the adaptive MagneRide shock absorbers keep the ride tolerable.

Like the Mustang GT, the GT500 has what looks like toggle switches at the bottom of its center console that you can use to select different drive modes and change the volume of the exhaust. Unfortunately, the switches only move one way. That's fine if, for example, you make the one click from Normal to Sport mode. But if you want to get back to Normal from Sport, you have to click through Track, Drag Strip and Slippery first. It's a small yet silly annoyance.

How does it do at the drag strip?

Did somebody say burnout? Along with the Drag Strip mode, which prepares the transmission for quick upshifts, the GT500 also has launch control and a line lock, a drag-racing feature that holds down the front brakes but leaves the rears free for burnouts.

While rear tire destruction is simple, activating the line lock feature is a fussy process that requires multiple brake applications and button presses. And in order to roll away from the burnout — like you would if you were doing it the old-fashioned way — you must disable traction control, which in turn disables launch control. Flipping the switch to reengage traction control is easy, assuming you remember to do so. Under the watchful eye of onlookers and the pressure of competition, it might be easy to forget.

Launch control itself is as straightforward as mashing the brake and gas pedals. The engine shoots to a preselected rpm that you can adjust between runs. Once there, the exhaust's rhythmic thump-thump-thump sounds like a low tom drum.

There is a slight delay from when you release the brake pedal to when the GT500 starts moving forward. Though launch control is consistent, this delay hurts your reaction time when you're facing timing lights, be they a Christmas tree at a drag strip or a stoplight.

We have no such complaints about what happens after that delay. The GT500 simply piles on the speed. We ran a few mid-11-second passes and are convinced that Ford's 3.3-second 0-60 mph and 10.7-second quarter-mile claims are reachable with a prepared surface and better conditions.

What about the racetrack?

What makes the GT500 tricky to drive fast isn't the power so much as it is realizing how hard you can push it. The Michelin Pilot Sport Cup 2 tires provide unflappable stick and permit higher corner-entry speeds than you expect. The GT500 eliminates speed just as easily and effortlessly as it puts it on, too. The preposterously sized brake rotors (16.5-inch front and 14.6-inch rear) are overshadowed by the size of the gargantuan six-piston front calipers, among the largest Brembo makes for production cars.

The GT500 welcomes trail braking, which is a technique that involves keeping slight brake pressure on while turning into a corner. Doing so allows additional adjustments to your line before you're midcorner, helping establish a better exit. That, in turn, means you can let the 760 hp loose for the next straight sooner. After every corner, you'll realize you could've applied more gas pedal.

The transmission is ideally matched for the V8's power. During our drive, we left it in Track mode and never felt the need to grab a manual downshift — it always has the right gear because it knows where the engine makes the most power. It also adjusts shift speed in consideration of cornering.

Still want to shift yourself? No problem. Pulling on a shift paddle results in impressively quick upshifts and downshifts. The paddles also offer two neat tricks: Holding the downshift paddle sends you to the lowest possible gear, while pulling both paddles gives you a temporary neutral so you can rev the engine whenever needed. That's important stuff for tunnels and onlookers.

What is its closest competition?

The BMW M4 and Mercedes-AMG C 63 sure have better-looking interiors, but in comparison to the GT500 they vanish in plumes of tire smoke when it comes to performance-per-dollar. How many dollars? The GT500 starts at $73,995 (including destination).

The Carbon Fiber Track package has a stout price tag of $18,500. Navigation, blind-spot monitoring and power seat adjustments come in a separate $3,000 Technology package. Want real paint stripes instead of the more common add-on graphical stripes? That'll be another $10,000. Now you're looking at a Mustang that costs more than $100,000. But even without the stripes, the GT500 ends up being more expensive than top-end, track-ready versions of the Chevrolet Camaro and Dodge Challenger.

Which one is the best of the three? A comparison is inevitable. We pity the tires.

2020 Ford Shelby GT500 First Look

The Shelby GT500 Is Back With Bite and Worth the Wait

Elana Scherr by Elana Scherr , Special CorrespondentJanuary 14th, 2019

That whooshing sound you hear is the sigh of relief from Mustang fans who have been waiting for Ford to show the new Shelby GT500. It's been half a decade since Ford has had a GT500 Mustang in its stable, but Ford says the 2020 Shelby GT500 is going to be worth the wait. There are still secrets to be revealed, but based on what we know so far, this snake is going to have some bite.

Big Boost

Normally we'd begin a First Look with how the car looks, but the Shelby GT500 has always been a performance car with a focus on big power numbers. So let's start off with the go-fast stuff. Under the GT500-specific bulging hood will be a supercharged 5.2-liter V8. It uses the same aluminum block as the GT350 version. But instead of going with the exotic flat-plane crank, the GT500's V8 will employ a traditional crossplane crank. The entire rotating assembly has been beefed up to handle more horsepower.

How much more horsepower? Argh! Ford won't tell us yet! We do know that it will be more than 700 hp, which should be good for 0-60 mph in the mid-3-second range and a quarter-mile run in the high 10s. To get those numbers from a relatively small V8, the GT500 has an enormous 2.65-liter Roots-type supercharger tucked between the aluminum heads.

The supercharged V8 is no surprise, but the transmission behind it is. Rather than the GT350's six-speed manual, the GT500 has its own gearbox, a seven-speed dual-clutch transmission (DCT) designed by Tremec specifically for the GT500 Mustang. Ford says the DCT can switch gears in less than 100 milliseconds, making shifts faster for drag racing, road courses or just impressing your friends on the way to dinner.

The transmission is tuned to work in several different drive modes, including Normal, Weather, Sport, Drag and Track. Selecting a particular mode also triggers changes in the MagneRide suspension, steering and throttle response. While the GT500 isn't dedicated to any particular form of racing, it does offer line-lock and launch control to help you put the power to the pavement.

Keep Your Cool

Form and function are so tightly tied together in the GT500 that when we do finally get around to talking about the car's appearance, we're also talking about its cooling and aero. The giant front grille, slotted hood and ground-level winglets are all designed to keep the engine cool and the car pressed firmly to the ground at speed. Cooling airflow in the GT500 is double that of the GT350. The fenders are wider in the front to accommodate 20-by-11-inch wheels, and a rear wing and diffuser are standard to make sure air is managed all the way along its journey.

Downforce and power can't do much without good rubber on the wheels, so the GT500 wears Ford Performance-spec Michelin Pilot Sport 4S tires that are backed by 16.5-inch brake rotors and Brembo six-piston calipers. If you're having trouble visualizing that, imagine a large pizza — only it's made of a brake disc.

Snake Eyes

From the driver's seat, you're probably going to be hypnotized by the long hood and racy air-extractors. But if you spare a moment for the interior, you can admire an optional exposed carbon-fiber instrument panel design, suede door panel inserts and a 12-inch LCD instrument cluster. If the supercharged V8's rumble isn't your kind of music, a 12-speaker Bang & Olufsen audio system is available. A Sync 3 touchscreen supports Apple CarPlay and Android Auto if you get lost on the way to the track. And just in case you forget that you're in a Shelby, the striking-cobra logo that adorns the front grille, both fenders and the rear tail panel is repeated on the seatbacks, steering wheel and infotainment screen. We counted 11 snakes in all, but there might still be some hiding in there.

Upgrade Me

If for some reason the base GT500 isn't enough, there are two upgrades available. The Handling package adds adjustable strut mounts for increased rigidity and a rear spoiler with a Gurney flap. To go all in, opt for the Carbon Fiber Track pack. It deletes the rear seat, bolts on 20-inch carbon-fiber wheels (widened in the back to 11.5 inches) with Michelin Pilot Sport Cup 2 rubber, and adds the carbon-fiber rear wing from the GT4 Mustang racing program. An upgraded front splitter extends up the sides of the wheelwells for increased downforce.

Pricing and Release Date

The Ford Shelby GT500 has a serious legacy to live up to, as well as some serious competition. American rivals include hopped-up Camaros and Challengers, while European marques such as Porsche and BMW offer different takes on ultra-high-performance motoring. Ford seems confident that the new GT500 won't disappoint, and our first look has us excited to see more. Horsepower announcements are coming soon, and pricing will be available in fall 2019. We expect the car to hit showrooms shortly thereafter.

FAQ

Is the Ford Shelby GT500 a good car?

The Edmunds experts tested the 2020 Shelby GT500 both on the road and at the track, giving it a 8.0 out of 10. You probably care about Ford Shelby GT500 fuel economy, so it's important to know that the Shelby GT500 gets an EPA-estimated 14 mpg. What about cargo capacity? When you're thinking about carrying stuff in your new car, keep in mind that the Shelby GT500 has 13.5 cubic feet of trunk space. And then there's safety and reliability. Edmunds has all the latest NHTSA and IIHS crash-test scores, plus industry-leading expert and consumer reviews to help you understand what it's like to own and maintain a Ford Shelby GT500. Learn more

What's new in the 2020 Ford Shelby GT500?

According to Edmunds’ car experts, here’s what’s new for the 2020 Ford Shelby GT500:

  • The GT500 returns after a six-year absence
  • Supercharged V8 good for 760 horsepower
  • Available carbon-fiber wheels
  • Part of the sixth Mustang generation introduced for 2015
Learn more

Is the Ford Shelby GT500 reliable?

To determine whether the Ford Shelby GT500 is reliable, read Edmunds' authentic consumer reviews, which come from real owners and reveal what it's like to live with the Shelby GT500. Look for specific complaints that keep popping up in the reviews, and be sure to compare the Shelby GT500's average consumer rating to that of competing vehicles. Learn more

Is the 2020 Ford Shelby GT500 a good car?

There's a lot to consider if you're wondering whether the 2020 Ford Shelby GT500 is a good car. Edmunds' expert testing team reviewed the 2020 Shelby GT500 and gave it a 8.0 out of 10. Safety scores, fuel economy, cargo capacity and feature availability should all be factors in determining whether the 2020 Shelby GT500 is a good car for you. Learn more

How much should I pay for a 2020 Ford Shelby GT500?

The least-expensive 2020 Ford Shelby GT500 is the 2020 Ford Shelby GT500 2dr Coupe (5.2L 8cyl S/C 7AM). Including destination charge, it arrives with a Manufacturer's Suggested Retail Price (MSRP) of about $70,300.

Other versions include:

  • 2dr Coupe (5.2L 8cyl S/C 7AM) which starts at $70,300
Learn more

What are the different models of Ford Shelby GT500?

If you're interested in the Ford Shelby GT500, the next question is, which Shelby GT500 model is right for you? Shelby GT500 variants include 2dr Coupe (5.2L 8cyl S/C 7AM). For a full list of Shelby GT500 models, check out Edmunds’ Features & Specs page. Learn more

More about the 2020 Ford Shelby GT500

2020 Ford Shelby GT500 Overview

The 2020 Ford Shelby GT500 is offered in the following submodels: Shelby GT500 Coupe. Available styles include 2dr Coupe (5.2L 8cyl S/C 7AM).

What do people think of the 2020 Ford Shelby GT500?

Consumer ratings and reviews are also available for the 2020 Ford Shelby GT500 and all its trim types. Edmunds consumer reviews allow users to sift through aggregated consumer reviews to understand what other drivers are saying about any vehicle in our database. Detailed rating breakdowns (including performance, comfort, value, interior, exterior design, build quality, and reliability) are available as well to provide shoppers with a comprehensive understanding of why customers like the 2020 Shelby GT500.

Edmunds Expert Reviews

Edmunds experts have compiled a robust series of ratings and reviews for the 2020 Ford Shelby GT500 and all model years in our database. Our rich content includes expert reviews and recommendations for the 2020 Shelby GT500 featuring deep dives into trim levels and features, performance, mpg, safety, interior, and driving. Edmunds also offers expert ratings, road test and performance data, long-term road tests, first-drive reviews, video reviews and more.

Our Review Process

This review was written by a member of Edmunds' editorial team of expert car reviewers. Our team drives every car you can buy. We put the vehicles through rigorous testing, evaluating how they drive and comparing them in detail to their competitors.

We're also regular people like you, so we pay attention to all the different ways people use their cars every day. We want to know if there's enough room for our families and our weekend gear and whether or not our favorite drink fits in the cupholder. Our editors want to help you make the best decision on a car that fits your life.

What's a good price for a New 2020 Ford Shelby GT500?

2020 Ford Shelby GT500 2dr Coupe (5.2L 8cyl S/C 7AM)

The 2020 Ford Shelby GT500 2dr Coupe (5.2L 8cyl S/C 7AM) can be purchased for less than the Manufacturer’s Suggested Retail Price (aka MSRP) of $74,095. The average price paid for a new 2020 Ford Shelby GT500 2dr Coupe (5.2L 8cyl S/C 7AM) is trending $5,508 below the manufacturer’s MSRP.

Edmunds members save an average of $5,508 by getting upfront special offers. The estimated special offer price in your area is $68,587.

The average savings for the 2020 Ford Shelby GT500 2dr Coupe (5.2L 8cyl S/C 7AM) is 7.4% below the MSRP.

Available Inventory:

We are showing 2 2020 Ford Shelby GT500 2dr Coupe (5.2L 8cyl S/C 7AM) vehicle(s) available in the Ashburn area.

Which 2020 Ford Shelby GT500s are available in my area?

Shop Edmunds' car, SUV, and truck listings of over 6 million vehicles to find a cheap new, used, or certified pre-owned (CPO) 2020 Ford Shelby GT500 for sale near. There are currently 2 new 2020 Shelby GT500s listed for sale in your area, with list prices as low as $105,990 and mileage as low as 7 miles. Simply research the type of car you're interested in and then select a car from our massive database to find cheap vehicles for sale near you. Once you have identified a used vehicle you're interested in, check the AutoCheck vehicle history reports, read dealer reviews, and find out what other owners paid for the 2020 Ford Shelby GT500.

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Find a new Ford for sale - 2 great deals out of 10 listings starting at $10,269.

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Edmunds has deep data on over 6 million new, used, and certified pre-owned vehicles, including rich, trim-level features and specs information like: MSRP, average price paid, warranty information (basic, drivetrain, and maintenance), features (upholstery, bluetooth, navigation, heated seating, cooled seating, cruise control, parking assistance, keyless ignition, satellite radio, folding rears seats ,run flat tires, wheel type, tire size, wheel tire, sunroof, etc.), vehicle specifications (engine cylinder count, drivetrain, engine power, engine torque, engine displacement, transmission), fuel economy (city, highway, combined, fuel capacity, range), vehicle dimensions (length, width, seating capacity, cargo space), car safety, true cost to own. Edmunds also provides tools to allow shopper to compare vehicles to similar models of their choosing by warranty, interior features, exterior features, specifications, fuel economy, vehicle dimensions, consumer rating, edmunds rating, and color.

Should I lease or buy a 2020 Ford Shelby GT500?

Is it better to lease or buy a car? Ask most people and they'll probably tell you that car buying is the way to go. And from a financial perspective, it's true, provided you're willing to make higher monthly payments, pay off the loan in full and keep the car for a few years. Leasing, on the other hand, can be a less expensive option on a month-to-month basis. It's also good if you're someone who likes to drive a new car every three years or so.

Check out Ford lease specials