It’s true: In the ’80s, Ford aimed to make a sultry-looking supercar with better grip and handling than anything else on the road, including the Ferrari Testarossa and Lamborghini Countach. It would have best-in-class ride quality, easy-to-live-with practicality, and a price tag comparable to a Chevrolet Corvette or Porsche 944. And it came close to reality … before being dropped in favor of an SUV. This is the story of the GN34.
The Birth of a Supercar (1983-1984)
In October 1983, Ford’s Special Vehicle Operations (SVO), led by motorsport manager Mike Kranefuss, started planning a mid-engine sports car that would be a game-changer. Ronald Muccioli, SVO’s planning and program manager, described it as a once-in-a-lifetime opportunity: “Build something to tackle Ferrari and sell it at a Corvette/Porsche 944 price.”
Ford analysts had predicted that the sports car segment in the U.S. would grow from 88,000 to 120,000 annual sales by 1990. With a proposed investment of $170 million, Ford estimated they could return four times that amount. By early 1984, the project had an initial budget, the codename GN34, and a target to have prototypes running by 1986, with production set for late 1988.
SVO engineers were adamant about making the GN34 mid-engined to compete with premium rivals. But before they could proceed, they had to fend off two cheaper, front-engined coupe proposals based on the Ford Sierra (Merkur XR4Ti in the U.S.). Once those were rejected, SVO got to work.
Italdesign’s Maya and Early Prototypes
Ford approached Italdesign in early 1984, and Giorgetto Giugiaro presented them with an intriguing offer: “Give us a good engine, and for $120,000, we’ll wrap it in a design we already have.” Italdesign had been developing the Maya concept, a car that perfectly matched Ford’s vision. The deal was struck, and when the Maya debuted at the Turin Auto Show in November 1984, it featured a Ford-powered drivetrain.
However, the Maya looked too similar to the Lotus Etna, another Italdesign concept pitched to Lotus. Ford demanded a more distinct design. Italdesign responded with two models: the Maya II ES (Evoluzione Stile) and the Maya II EM (Evoluzione Marciante), a running prototype
Ford’s Internal Design Challenge (1985)
Ford’s in-house design teams weren’t going to let an outside firm handle such a prestigious project alone. The Ford International Studio in Detroit and Ghia, Ford’s Italian design subsidiary, submitted their own proposals.
In August 1985, Ford held a design competition where all three models—painted red to emphasize their Ferrari-fighting ambitions—were judged. The Maya II was quickly sidelined. The two remaining designs, Ford International’s more aggressive and complex proposal and Ghia’s sleeker, targa-roof concept with better visibility, were sent to California for a research clinic against the Nissan 300ZX, Porsche 944 and 928, Chevrolet Corvette, and Ferrari 308.
Surprisingly, the Ghia design won not just against the Ford proposal, but also against the Ferrari. Even when told it was a Ford, potential buyers still preferred it over the Ferrari 308. They valued it at $38,000 (around $100,000 today), significantly higher than Ford’s intended price of $26,500.
The Final GN34 Design (1986)
Ford’s design studio refined the Ghia proposal, making it longer, leaner, and more practical. The targa roof was redesigned to store above the engine, and space behind the seats was added for briefcases. The goal was to create a timeless design, inspired by the Porsche 911 and Ferrari, rather than something overly trendy.
Meanwhile, the GN34’s performance targets were ambitious. Ford wanted it to pull 0.95 to 1.00 g of lateral acceleration—better than the Corvette, Countach, and Testarossa. The car’s suspension was developed by Canewdon Consultants in Essex, England, featuring forged aluminum unequal-length control arms up front and a multi-link rear suspension with race-car-inspired twin lower arms. Cockpit-adjustable hydraulics allowed for variable ride stiffness. The GN34 was also set to have power-assisted variable-ratio steering and a cutting-edge ABS braking system with four-piston aluminum calipers behind 17-inch wheels.
The GN34’s Engine and Prototypes
The production GN34 was to be powered by a Yamaha-developed 3.6-liter DOHC V6, producing 280 hp, mated to a close-ratio five-speed transaxle. A later refresh would have added Ford’s 4.6-liter modular DOHC V8 with optional all-wheel drive. However, Ford’s engineers didn’t want to launch with a V8, fearing it would make the GN34 feel “too Corvette-like.”
Prototypes were built to refine the chassis and drivetrain. Italdesign’s Maya II EM was sent to Ford in September 1985, fitted with a twin-turbo Ford V6. Roush Engineering built two more test mules using GN34 chassis hidden under modified De Tomaso Pantera bodies. These mules demonstrated that the GN34 had the potential to be a world-class sports car.
Even Formula 1 champion Jackie Stewart tested the Maya II EM in late 1985 and confirmed its handling was on par with the best. Muccioli later recalled, “The mule had a flat and measured ride and took corners as well as any competitor. We all felt we could meet or exceed all best-in-class targets.”
The End of GN34 and the Rise of the SUV (1986)
By mid-1986, GN34 was ready for final approval. Then, everything changed. At a key meeting on July 16, 1986, Bob Lutz—then head of Ford’s truck division—pitched a new vehicle: a four-door version of the Ford Bronco. This “Sport Utility Vehicle” could attract hundreds of thousands of buyers. The decision was clear: with currency exchange rates shifting and GN34’s costs running 40% over budget, the supercar lost out to the SUV.
On August 27, 1986, Ford officially canceled the GN34 project. The team was disbanded, and all work stopped. But Lutz’s SUV project? It became the Ford Explorer, which launched in 1990 and went on to become one of the best-selling SUVs of all time.
What Could Have Been
Had the GN34 reached production, it could have rewritten Ford’s performance legacy. It had the style, engineering, and performance to challenge Ferrari, Porsche, and Chevrolet. Yet, in a twist of fate, Ford’s decision to bet on SUVs over sports cars paid off financially.
The GN34 remains one of Ford’s greatest “what ifs.” Thanks to recent discoveries by Steve Saxty, we now know just how close it came to reality. While it may have been lost to history, it still stands as an example of what Ford was capable of when it dared to dream beyond the mainstream.
