Acceleration is brutal and turbo lag practically non-existent. Before you can even think about an objective review, you’re changing from second to third, eyes wide with astonishment at its face-contorting turn of speed.
Screaming at full throttle down the back straight lasts for mere moments before the imminent bend and its uneven, unsettling surface forces us to ease off at about 130mph.
You still come in too fast, working the cold carbon-ceramic brakes hard as it turns in, but the skittish buttock-clencher that you’re expecting never comes.
Even in the most aggressive mode, the coil and torsion-bar suspension is incredibly compliant, absorbing the worst of the bumps and knocks despite maintaining virtually zero body roll and a ride height of just 2¾in.
The fixed-ratio steering impresses, too. It’s assisted via an electro-hydraulic pump, but never feels too light, always offering plenty of resistance even when it isn’t loaded up.
A snappy 2.5 turns lock-to-lock ensures a quick response to the driver’s inputs, plus there are no dead spots or vagueness.
It’s lively, communicative and more fun to throw around than the 2005 model. But can it hold a candle to the MkIII?
Which of this evocative trio would you take home?
Comparing the three generations of GT is a difficult task.
The GT40 was an out and out racer, built with the sole aim of beating Ferrari at Le Mans.
In contrast, the 2005 GT was never meant for the race track, instead drawing a whole new cache of enthusiasts to the Blue Oval – a group with money, plus expectations of comfort, reliability and ease of use that are completely alien to owners of the company’s earlier model.
The final GT, meanwhile, represents a return to past form – a model designed primarily for racing, appearing in showrooms solely to help offset the cost of the competition programme. As a result, it is animalistic and uncompromising.
Joey Hand, Dirk Müller and Sébastien Bourdais won the LM GTE Pro class at Le Mans in 2016 in a GT, 50 years after Ford's 1-2-3
So which to take home? The first set of keys we hand back belong to the 2005 GT, which, though spectacular to look at, feels more like a muscle car than a mid-engined supercar.
It’s almost too easy to drive – the prodigious torque doesn’t reward working through the gears, and the engine, while hugely powerful, doesn’t shout like a big American V8 should.
Ultimately, it’s the first in the trilogy that holds the most cachet for devotees: the one capable of making your stomach do somersaults and the hair on the back of your neck bristle is the 1969 MkIII.
But if we had to have a modern in our two-car garage, there would always be a space for its 2016 sibling.
Unlike its rivals from Ferrari, Aston Martin and Lamborghini, the Ford is an almost unapologetic race car, shrugging off any playboy associations despite a ticket price that could make a dot-com billionaire blush.
It’s a sense of purpose that speaks to me, and to the spirit of the original GT40.
Photography: James Mann. Additional pictures: LAT Photographic
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