(from Ford Press Release)
It was in France, in the mid-1960s, that the great American supercar
came to life. A low-slung, muscular racing car built to win on the
legendary Le Mans race circuit, the Ford GT project was spearheaded by
no less a powerhouse than company Chairman and CEO Henry Ford II. His
goal was to change performance car history. And he did. The Ford GT race
car beat the world’s best in endurance racing, placing 1-2-3 at the 24
Hours of Le Mans in 1966 and winning the next three consecutive years.
Today, the all-new 2005 Ford GT supercar comes to life in the form of
three production road cars that honor the classic race cars in design
and engineering ingenuity. Ford’s “Centennial Supercar” builds on the
company’s product-led transformation and will be the flagship of Ford
Division’s 2004 “Year of the Car” that will include the launches of the
Ford Five Hundred sedan, Freestyle crossover and legendary Mustang – and
then the Ford Futura mid-size sedan in 2005.
“The Ford GT is our Centennial Supercar because it reaches into great
moments from our past, while casting a light into the future,” said
Chris Theodore, vice president, Ford Advance Product Creation. “As we
celebrate our centennial, the Ford GT represents many of the
technologies, processes and people that will help drive our next 100
Design: Concept to
Ford’s GT40 concept car was created to
celebrate that great era in history and look forward to the great years
to come. Unveiled at the 2002 North American International Auto Show,
the GT40 concept became an instant sensation. And just 45 days after the
vehicle was unveiled, Ford stunned the world again, officially
announcing that a production version was in the works.
“The Ford GT is the ultimate Living Legend,” explains J Mays, Ford vice
president of design. “It’s a true supercar with appeal equal to that of
the greatest sports cars in the world but with the addition of a
heritage no one can match. Essential elements of the original –
including the stunning low profile and mid-mounted American V-8 engine –
continue in this latest interpretation of the classic.”
Although the new production car and the original race car both share the
mystique of the Ford GT name, they do not share a single dimension. The
new car is more than 18 inches longer and stands nearly 4 inches taller.
Its new lines draw upon and refine the best features of Ford GT history
and express the car’s identity through modern proportion and surface
Contrary to typical vehicle development programs, the engineering
challenge was to build the supercar foundation within the concept’s
curvaceous form – and to build it in record time for Ford’s centennial.
The well-defined project afforded the engineering team early insight:
This car required a new way of doing business since the concept car was
only 5 percent production-feasible.
Body engineers sought new techniques to shape the car’s sexy lines
because normal stamping techniques couldn’t deliver these curves. But
would the curvy door panels accommodate the requisite slide-down window?
After extensive computer modeling and concessions by designers and
package engineers, the window freely moved within the door panel.
Aerodynamicists couldn’t bend the exterior sheet metal; instead, they
came up with unique solutions under the body.
The result: a technological wonder wrapped in the Ford GT40 concept
“It’s amazing that we’ll show the first cars just a little more than a
year after we started the program,” says John Coletti, director of SVT
programs. “That’s a real tribute to the people, processes and technology
behind the cars.”
The Ford GT production car, like the concept, casts the familiar, sleek
look of its namesake, yet every dimension, every curve and every line on
the car is a unique reinterpretation of the original. The car features a
long front overhang reminiscent of 1960s-era race cars. But its sweeping
cowl, subtle accent lines and high-intensity-discharge (HID) headlamps
strike a distinctly contemporary pose.
The front fenders curve over 18-inch wheels and Goodyear Eagle F1
Supercar tires. In the tradition of original Ford GT racers, the doors
cut into the roof. Prominent on the leading edge of the rear quarter
panel are functional cooling scoops that channel fresh air to the
engine. The rear wheel wells, filled with 19-inch wheels and tires,
define the rear of the car, while the accent line from the front cowl
rejoins and finishes the car’s profile at the integrated “ducktail”
The interior design incorporates the novel “ventilated seats” and
instrument layout of the original car, with straightforward analog
gauges and a large tachometer. Modern versions of the original car’s
toggle switches operate key systems.
Looking in through the backlight, one finds the essence of the sports
car in Ford’s MOD 5.4-liter supercharged V-8 engine. The finishing
touches are Ford blue cam covers, each featuring an aluminum coil cover
imprinted with the words “Powered by Ford.”
A little more than one year ago, Coletti
was offered a career opportunity – lead the Ford GT engineering program.
The catch: The first three cars were to be delivered for Ford’s
Coletti teamed up with Neil Ressler, a former Ford vice president who
left retirement to consult on the program, to quickly select the Ford GT
“Dream Team” of engineers and consultants. Neil Hannemann was tapped to
be chief program engineer and oversee the day-to-day development of the
Ford GT after years of cross-industry supercar engineering assignments.
The team quickly came up with innovative technologies and processes to
deliver on the centennial commitment:
- Computers, Not Prototypes: The Ford GT
team relied heavily on computer models to compress the typical first
nine months of engineering work into about three months, relying on 10
percent of the usual number of prototypes. The first prototypes were
built in less than 100 days after program approval.
- Solid Foundation: The Ford GT team
knew this road car would require a stiff structure, much like a race
car. As such, they developed an all-aluminum space frame comprising
extrusions, castings and several stampings. The hybrid aluminum space
frame chassis is based on efficient use of 35 extrusions, seven
complex castings, two semi-solid formed castings and various stamped
- Grand Touring: The new Ford GT is
intended for the road, unlike the original 1960’s race cars that
ultimately spawned a limited number of production road cars. However,
the new car required unique race-like engineering solutions – like
engineering out the aerodynamic “lift” inherent in the original car’s
design – for a car that will clock in at more than 180 mph.
All-American V-8: Ford proved it could dominate racing fields,
peppered with exotic powerplants, with V-8 engines in the 1960s. The
Ford GT motor, the largest V-8 in Ford's modular engine family,
carries on that tradition. The engine features 85 percent new moving
parts and produces 500 horsepower and 500 foot-pounds of torque. Both
figures are comparable to those of the 7.0-liter engine that won the
24 Hours of Le Mans in 1966 and 1967.
- Technological Wonder: The Ford GT
features many new and unique technologies, including
super-plastic-formed aluminum body panels, roll-bonded floor panels, a
friction-stir welded center tunnel, a “ship-in-a-bottle” gas tank, a
capless fuel filler system, one-piece door panels and an aluminum
engine cover with a one-piece carbon-fiber inner panel.
As on the historic race car, the Ford GT
aluminum body panels are unstressed. Instead of the steel or
honeycomb-composite tubs used in the 1960s, the Ford GT team developed
an all-new aluminum space frame as the foundation. The chassis features
unequal-length control arms and coil-over spring-damper units to allow
for its low profile.
Braking is handled by four-piston aluminum Brembo monoblock calipers
with cross-drilled and vented rotors at all four corners. When the rear
canopy is opened, the rear suspension components and engine become the
car’s focal point. Precision-cast aluminum suspension components and
19-inch Goodyear tires – combined with the overwhelming presence of the
V-8 engine – create a striking appearance and communicate the
performance credentials of the Ford GT.
The 5.4L powerplant is all-aluminum and fed by an Eaton screw-type
supercharger. It features four-valve cylinder heads and forged
components, including the crankshaft, H-beam connecting rods and
aluminum pistons. The resulting power output is 500 horsepower and 500
foot-pounds of torque.
The power is put to the road through a Ricardo six-speed manual
transaxle featuring a helical limited-slip differential.
The original Ford GT racers were
engineering and design marvels demonstrating Ford’s dedication and
perseverance. In a few short years under the direction of Henry Ford II,
the company built a program from scratch that reached the pinnacle of
international motorsports competition – and stayed there for four racing
That innovation was born of inspiration from the company’s founder Henry
Ford who, before launching Ford Motor Company in 1903, raced to victory
in 1901. His car, the 1901 Sweepstakes – an ash-framed wheeled sled with
a massive 8.8-liter, two-cylinder engine – was not particularly pretty
or fast by today’s standards. It also handled poorly: The steering had
to be manually “unwound” after each turn, as the geometry necessary for
self-centering hadn't yet been conceived.
Henry Ford and his machine managed their first racing victory October
10, 1901, beating the favored competition in the “world championship”
Grosse Pointe Race Track. Ford's average speed in the 10-mile event was
Sixty years later, Henry Ford II watched the Europeans dominate racing
worldwide. Ford Motor Company had joined a 1957 Automobile Manufacturers
Association agreement prohibiting direct involvement in racing, and the
ban quickly took its toll on Ford's image and its ability to engineer
performance. Thus in 1962 Henry Ford II decided to withdraw from the
already-dissolving pact, and the company launched a massive racing
campaign that would take the 1960s by storm.
A key component of “Ford Total Performance,” as the effort was called,
was the quest to win the famed 24-hour Grand Prix d'Endurance at Le
Mans. Perhaps the world's most significant – and glamorous – motorsport
contest, Le Mans in the early 1960s was showing signs of becoming a
Ferrari showcase, because the Italians had become the leaders in a
number of endurance classes and events. But the Ford GT race car changed
Le Mans forever, and today it signifies a new era for Ford Motor
“It’s ironic,” states John Coletti, “that in the 1960s Ford brought out
the fabled Ford GT racer to dominate Ferrari on the premier race
circuits of the world, and that in the not-too-distant future, the Ford
GT will return to outgun the Ferrari once again, but this time on the
streets of America.”
The Ford GT supercar’s
design instantly stirs up images of the glorious Ford GT race cars from
the 1960s. Yet today's presentation features all-new dimensions and a
contemporary, striking interior – as well as epic engineering stories of
how high-tech methods helped preserve a classic form.
“Designing a modern interpretation of a classic is more difficult than
designing from a clean sheet of paper,” says J Mays, Ford Motor Company
vice president of Design. “Much like designing a reissue of a TAG
HeuerTM Monaco watch, we’ve had to strike a delicate balance in creating
a slightly updated Ford GT that features new technology.”
Indeed, the first design proposal was a completely revolutionary design
that interpreted cues from the past in a modern shape. The car used
harder edges, abbreviated surfaces and short overhangs like a
contemporary vehicle. Something about that design, which Mays called
“generically modern,” just didn’t seem right to the design team.
“The priorities were all inverted with that design,” says Mays. “We had
to start over from scratch to bring out the essence of the Ford GT race
car. The key was to accept that a Ford GT should be a Ford GT and reject
the idea of modernity for modernity’s sake.”
Or, as Doug Gaffka, director of Ford's Living Legends Studio says, “The
bottom line is, if you’re doing a Ford GT, it had better look like a
The second design, penned by Ford GT Chief Designer Camilo Pardo, paid
more homage to the Ford GT Mark II race car. “Freeing ourselves of the
fear of creating a car that looked too much like the original was a
liberating experience for the team,” says Pardo. “But staying true to
the original themes in a clean, modern design made it the most difficult
project I’ve ever been involved with.”
That is, until the concept car was approved for production.
Then, Pardo's role changed from designer to protector. As the
engineering team transformed the concept – which was only 5 percent
production-feasible – into a production car, Pardo was tasked with
preserving the essence of the concept's design.
Gaffka updated the mission saying, “If we're building the Ford GT, it
had better look like the Ford GT40 concept car.”
Thus, Pardo consulted the engineering team on every aspect of the car,
from the aerodynamic modifications to the finish of the supercharger
Pardo’s counterpart on the engineering team, Fred Goodnow, design,
engineering and launch manager, explains the challenge: “Usually a new
vehicle is designed from the inside out, meaning that the chassis and
suspension points are set before the exterior body is designed around
those dimensions. In the case of the Ford GT, it was exactly opposite:
We had to engineer within the given exterior parameters.”
As a result of close collaboration between design and engineering, the
production Ford GT is remarkably similar to the concept car on which
“As a race car, the original
Ford GT didn't have an interior design to speak of,” says Pardo. “They
featured two seats, a steering wheel, a few toggle switches and lot of
bare metal. That's it.” As such, the interior of the Ford GT is the
biggest deviation from the vintage cars.
The new interior conveys performance and modern craftsmanship and offers
a rare automotive pleasure – a glimpse of the engine at work through the
“The passenger cabin of most modern cars is isolated from the engine,”
says Pardo. “But, in the Ford GT, the supercharger is right there,
inches behind your ear. It creates an intimate relationship with the
engine, more like a motorcycle than a car.”
The centerpiece of the interior is a brushed-magnesium tunnel, which
contains the center-mounted fuel tank. The tunnel is flanked by a pair
of deep bucket seats featuring carbon-fiber shells and leather seating
surfaces. To provide ventilation, the leather seat cushions are dotted
with aluminum grommets similar to those used in the vintage endurance
The tunnel supports a polished-aluminum emergency brake handle, rotary
climate controls and a six-speed manual shift lever topped with an
aluminum knob. The center console, with exposed magnesium supports,
houses the AM/FM/CD audio system, starter button, air bag deactivation
switch and auxiliary power point.
The instrument panel features a comprehensive array of analog gauges,
including a center-mounted, oversized tachometer wrapped in aluminum
bezels. In homage to vintage Ford GT race cars, stylized toggle switches
line the panel, controlling the headlights, foglights, dimmer switch,
windshield wipers and rear defroster.
The matte-black instrument panel, door panels and lower portions of the
tunnel are crafted in Azdel SuperLite Composite. This is the industry's
first application of Azdel throughout the interior. Azdel is roughly 30
percent lighter than standard injection-molded substrates, offers better
wear resistance and is recyclable.
The door pulls are made of the same aluminum extrusion used for
structural braces in the engine bay. On either side of the foot wells,
sections of the extruded-aluminum space frame are also visible.
To maximize passenger comfort, Pardo and the engineering team made
extensive use of a virtual reality computer-modeling device called the
Digital Occupant Buck. Best described as the “virtual you in the digital
vehicle,” the digital occupant buck allowed the engineers to fine tune
the interior for comfort and outward visibility. Using data from this
tool, the team maximized the seat travel, increased the rake of the
firewall, adjusted the pedal and steering wheel placement and even
modified the angle of the shift lever for improved ergonomics.
considerations had two effects on the exterior styling of the Ford GT.
To increase passenger headroom, the engineering team wanted to raise the
roof height. However, the design team felt the low profile was an
essential aspect of the Ford GT design. The engineers and design team
fought for each millimeter, finally agreeing to raise the roof 17
millimeters above that of the concept. To compensate for the added
height, Pardo returned to the studio and scaled up the entire profile,
preserving the overall proportions of the design.
Second, Pardo designed the concept car with flush-mounted windows to
recreate the smooth, fuselage shape of the original Ford GT. The
execution of this design proved difficult since fixed windows would not
be acceptable in a modern supercar, and drop-down windows created a
packaging nightmare. A series of elaborate apertures were considered and
rejected, until the team sectioned the window, and Pardo pushed the
bottom edge of the window inboard. The solution preserves the continuity
of design and allows the window glass to drop completely into the door,
snaking between the hidden side-impact beam and the concave exterior
The cantilevered doors created yet another production challenge. Due to
their size and shape, the exterior panels were too complex for
traditional stamping. Thus, the team shaped the panels using
super-plastic forming that uses air pressure to force heated aluminum
panels into a one-sided die. This process also enabled the team to
reproduce the sweeping curves and intersecting shapes throughout the
rest of the exterior. Pardo calls the design, from the dramatic sweep of
the front fenders into the nose to the transition from the C-pillars
into the rear deck, “organic and geometric.”
Pardo's design also contained functional heat extractors and air intakes
reminiscent of the race cars. Wind tunnel testing, done on a fiberglass
replica of the show car, proved the design had remarkably good internal
airflow, but rather alarming amounts of high-speed lift. To preserve the
silhouette of the show car, the engineering team limited aerodynamic
changes primarily to the underside of the vehicle. As a result, a subtle
rear spoiler extension, front and side splitters and dramatic venturi
tunnels wrapped under the rear clip are the only visible changes.
“We were lucky,” admits Pardo. “By concentrating on the underbody, the
engineering team was able to optimize the aerodynamic stability without
altering the classic silhouette of the design.”
That classic shape also required Pardo to break one of the tenets of
modern design – the short overhang. The result imbued the concept car
with the powerful design of the original. Fortuitously, it also allowed
engineers to integrate the front bumper – necessary for safety
regulations – without modifying the exterior design of the production
car. The long overhang also allowed for prominent light enclosures
incorporating the turn signal and bi-xenon headlamps. Below, an enclosed
foglamp completes the front end.
The ducktailed rear clip was just as essential to the car’s profile, but
not as accommodating of current safety regulations. As such, designers
crafted a floating bumper – punctuated by massive dual exhausts pipes –
that is separate from the rear clip. The result passes bumper
requirements without altering the tapered rear end. The rear is finished
with two large, round taillights with indirect LED brake lamps and
centered reverse lights.
For Pardo, the mechanical
appearance was an integral part of the Ford GT design: “First, the
engine is visible to the driver through the rear-view mirror,” he says.
“Second, the engine is displayed under glass, on display to all
passers-by. Third, the rear clamshell opens, to expose the beauty of the
engine, frame, and suspension components.”
Thus, the design team took the unusual step of consulting the
engineering team on the finish, location and design of every visible
surface in the engine bay. The engineers simplified the wiring
harnesses, tucked ignition cables under a polished aluminum cover and
added Ford blue cam covers, each featuring aluminum coil covers
imprinted with the words “Powered by Ford.”
Even the shape and finish of the space frame was considered. “We didn't
want the Ford GT to look like a stock car, with off-the-shelf tubes
welded together,” says Pardo. “Instead, we worked to make sure the shape
of every extrusion had a structural and aesthetic purpose, like the
exposed frame of a motorcycle.”
Through unprecedented cooperation between design and engineering, the
production Ford GT is remarkably faithful to the concept car's design.
“There were some pretty heated discussions and times when both teams dug
their feet into the ground,” says Pardo. “But the engineers really
outdid themselves. Although we changed every surface of the Ford GT, we
kept 98 percent of the original design.”
When Ford executives gave
the Ford GT program the “green light” last February, they added one
caveat – the first production vehicles needed to be ready for the
company’s Centennial celebration in June 2003. John Coletti, director of
Ford Special Vehicle Team Programs, answered with a simple, “Sure, we
can do that,” not knowing exactly how it would get done.
By May 2002, Coletti had assembled the best engineers at Ford Motor
Company – dubbed the “Dream Team.” In conjunction with many key
suppliers, the Ford GT engineering team is using unique technologies and
processes to bring the car to market in record-breaking time.
The team used computer-modeling techniques to prove out chassis and body
development. Even initial crash testing was performed using computers to
help better predict actual crash tests and shorten the development
timeframe. These intensive computer studies will be verified with
physical prototypes and ultimately will cut the team’s prototype
requirements by 90 percent – helping compress the typical four-year
development program into less than two.
“Engineers generally want to prove out computer models with physical
prototypes,” says Coletti. “Instead, we relied on advanced engineering
and computer tools to cut prototype builds and save time and money. The
advanced technology that is driving the Ford GT program today could very
well be the industry standard for future vehicle programs.”
The Ford GT team also is looking at new ways to do business internally
and with suppliers. Ford engineers and key suppliers are all co-located
in one building. This office structure encourages ad-hoc meetings to
resolve issues immediately. Meanwhile, mechanics build prototype models
in an adjacent garage, allowing another point of instant collaboration.
The Fast Track
Since official program
approval in May 2002, the 2005 Ford GT has been on the fast track for
product-development timing. The build process of the first three
production cars kicked off March 10, 2003. Internally, these vehicles
are referred to as “Jobs One, Two and Three,” referring to Ford’s term
for the beginning of vehicle production, “Job One.” Regular production
of the Ford GT will begin in spring 2004.
“Developing the Ford GT from approval to drivable production models in
less than a year is quite a challenge,” says Neil Hannemann, chief
program engineer for the Ford GT. “But these three cars serve as a
testament to the passion and expertise of Ford engineering.”
Stiff Aluminum Space
Usually a new vehicle is
designed from the inside out, meaning that the chassis and suspension
points are set before the exterior body is designed around those
dimensions. The exact opposite is true of the Ford GT. To preserve the
design of the Ford GT40 concept car shown at the 2002 North American
International Auto Show, the Ford GT engineering team is doing most of
its work “under the skin.”
“The first step in creating a world-class supercar is creating a stiff
structure,” says Huibert Mees, chassis supervisor on the Ford GT
program. Mees set contradictory targets for the chassis: extremely high
torsional stiffness for unparalleled body control, yet efficient use of
materials, necessary for a lightweight chassis to reach performance and
The team developed an all-aluminum space frame, comprising 35
extrusions, seven complex castings, two semi-solid formed castings, and
various stamped aluminum panels. The structure has two unique features:
A large center tunnel to house the mid-mounted fuel tank and cut-out
roof sections for the cantilevered doors.
“Using CAD/CAM and finite-element analysis, we were able to design and
test several iterations of the fuel tunnel and roof structure,” says
Mees. “That process enabled us to add significant stiffness to the
Another contributor to chassis rigidity is the industry's first
application of friction-stir welding, used to construct the multi-piece
central aluminum tunnel (housing the fuel tank). With this technique, a
tool rotating at 10,000 rpm applies pressure to a seam and actually
blends the metal there, forming a smooth, consistent seam.
Compared to automated MIG welding, friction-stir welding improves the
dimensional accuracy of the assembly, and produces a 30 percent increase
in joint strength. And because the seam is continuous, the technique
effectively isolates the fuel tank from the passenger compartment. A
patent application is pending on this new friction-stir welding process.
Once the structure of the hybrid-aluminum design was approved, Mees'
team addressed each component to maximize strength and minimize weight.
As a result, larger extrusions such as the primary frame rails have a
different thickness on each wall. Portholes or windows in the complex
castings – which support the suspension and powertrain – decrease
unnecessary mass. Even the small castings that join the A-pillars to the
roof have been fine-tuned for utmost rigidity and lightness.
“The results are astounding,” Mees says. “In our tests, the Ford GT
chassis is stiffer and more rigid than the current competitive set.
Indeed, we predict it will be better than upcoming competitors as well.”
Extensive use of computer-aided crash modeling during the design phase
helped the Ford GT program team cut cost and time during the early
stages of development. The crash analyses were used to predict the
forces generated during impacts and the resulting shapes of the crushed
structures without the costly and time-consuming destruction of
As a result of these analyses, the front and rear bumpers are connected
to the frame via extruded aluminum “crush rails” that accordion during
impact. These rails are designed to absorb most of the damage during
low-speed impacts and are bolted to the frame for easy removal and
Crash modeling also verified
that the center tunnel is the preferred location for the Ford GT fuel
tank because it helps reduce risks, most notably in collisions. As an
added benefit, the location keeps overall weight distribution and the
center of gravity relatively consistent at differing fuel levels. The
“ship-in-a-bottle” design of the fuel tank is an industry first. The
mechanical components, including the fuel pumps, level sensors and vapor
control valves are first mounted on a steel rail. Then, the single-piece
tank is blow-molded around the rail. This method maximizes fuel volume
and reduces the number of connections to the fuel system.
As another industry first, the Ford GT features a capless fuel filler
neck under an aluminum cover. The aperture automatically opens as the
fuel nozzle is inserted and seals the fuel system when the nozzle is
Most aluminum space frame
vehicles use nut inserts paired with shims or washers to tailor the
fitment of each body panel. However, the Ford GT team developed a novel
new method, called a “plus-nut,” to efficiently join the body and frame,
as well as locate the body panels in the proper position relative to the
These fasteners are essentially aluminum nut inserts, with additional
machining stock on the mating surface. While machining the suspension
and engine mounts, Computer Numeric Controlled (CNC) milling accurately
trims each aluminum plus-nut for precise body positioning. The
patent-pending fasteners eliminate the need for shimming the body,
reducing assembly costs and improving panel fit.
The aluminum body panels themselves are also fairly advanced,
manufactured using super plastic forming (SPF). “Super plastic forming
is fairly new for the industry,” says Bill Clarke, Ford GT body
structure supervisor. “It was a critical factor in producing the large
sections, complex shapes and delicate accent lines of the concept
vehicle. Large, intricate panels like the cantilevered doors simply
would not have been feasible with traditional stampings.”
Rather than using a matched metal die to stamp the body panels, super
plastic forming works by heating an aluminum panel to temperatures near
950 degrees Fahrenheit (approximately 500 degrees Celsius), then using
high-pressure air to plastically form the aluminum panel over a
single-sided die. This process produces complex shapes not possible with
conventional stamping and reduces tooling costs since only a
single-sided die is required.
According to Clarke, the super plastic forming also reduced production
complexity. “As an example, with super plastic forming we were able to
make the exterior of the rear clamshell in one piece,” he says. “The
same panel with traditional manufacturing would require five or six
separate stampings joined together on the assembly line.”
The rear clamshell engine cover also represents another industry first:
It features an aluminum shell hemmed to a carbon-fiber inner panel. The
carbon-fiber piece is lightweight and extremely rigid, which helps
stabilize the clamshell. In addition, the inner panel houses an air duct
into the engine air box from the exterior intake just below the
Like the concept car, every
air intake and heat extractor on the production Ford GT is functional.
According to Kent Harrison, Ford GT performance development supervisor,
preliminary wind-tunnel testing showed the concept car had remarkably
good internal air flow.
“We first tested a fiberglass replica of the concept car in the wind
tunnel,” says Harrison. “Because the design was so close to that of the
Ford GT race cars, the intakes and diffusers were all in the right
place. We only needed minor changes to improve air flow through the
The heat extractors in the front cowl were modified to pull more heat
from the front-mounted radiators. The side intakes under the B-pillar
were slightly enlarged, driving more cooling air into the engine bay and
transmission cooler. Finally, an additional set of vents on either side
of the rear glass help diffuse heat from the engine compartment.
However, improving the aerodynamic stability was not such an easy task.
The team also tested an original Ford GT race car in the wind tunnel,
and with computer simulations, to measure drag, lift, and downforce. To
their surprise, the original car exhibited very high frontal lift at
“The whole team had an even greater respect for the drivers who took the
original car down the Mulsanne straight at over 200 mph … at night … in
the rain,” says Harrison. “Because the new design shared a similar
design, the new aero model exhibited similar lift. We had to do
something for more downforce.”
However, to preserve the design of the concept car, Harrison had to
concentrate on the underside of the vehicle. Harrison's team added a
front splitter, which creates a high-pressure area for front downforce,
and limits the volume of air traveling under the vehicle. They also
added side splitters to prevent air from sliding under the rocker
panels. A smooth, enclosed belly pan reduces underbody turbulence.
Finally, venturi tunnels accelerate exiting air, creating a vacuum that
literally sucks the car to the pavement. The cumulative result is
significant downforce at speed and one of the most efficient lift/drag
values on a production car.
A double-wishbone suspension
design with unequal-length aluminum control arms, coil-over monotube
shocks and stabilizer bars is used front and rear. The upper control
arms are the same at each corner. They are made with an advanced rheo-cast
process that allows the complexity of form associated with casting while
retaining the strength of forging. The metal, heated to just below its
melting point, is the consistency of butter when it is injected into a
mold at high pressure. Pressure is maintained as the part cures,
preventing porosity in the final product for exceptional strength.
“We knew from the beginning that the new Ford GT was going to be a road
car, not a race car, so that helped us quickly design the suspension,”
says Tom Reichenbach, vehicle engineering manager for Ford GT. Tapping
into his personal racing experience and his knowledge from working on a
Ford’s Formula One team, Reichenbach knew the obstacles and
opportunities ahead of him. “We’ve managed to build a world-class
supercar on a race team schedule,” he says. “As they say in motorsports,
‘The other teams won’t wait for you at the starting line.’”
Brembo one-piece brake calipers with four pistons each grab
cross-drilled, vented discs at all four wheels. The discs are a massive
14 inches in front and 13.2 inches in the rear, for fade-free stopping
power. Anti-lock control and electronic brake force distribution help
provide consistent, straight braking even from very high speeds.
One-piece BBS wheels are wrapped by Goodyear Eagle F1 Supercar tires,
size 235/45ZR-18 in front and 315/40ZR-19 in the rear.
The Ford GT is driven by an
all-new, mid-engined powertrain producing 500 horsepower and 500
foot-pounds of torque. The engine architecture comes from Ford’s MOD
engine family, which includes performance powertrains like the
390-horsepower 4.6-liter DOHC supercharged V-8 in the SVT Mustang Cobra
and the 380-horsepower 5.4-liter SOHC supercharged V-8 in the SVT F-150
“We're just starting to tap the performance potential of Ford's modular
engine architecture,” says Curt Hill, Ford GT powertrain engineering
supervisor. “This application really demonstrates its awesome potential.
The 5.4-liter engine easily produces 500 horsepower and 500 foot-pounds
of torque, while meeting all the current emissions and durability
standards. Those numbers are comparable to the race-prepared,
blue-printed 427 (7.0-liter) big-blocks in the Ford GT race cars.”
The Ford GT engine features an all-new, aluminum block fitted with
high-flow, four-valve cylinder heads and dual overhead camshafts. To
bear the stresses necessary to produce 500 horsepower, a forged-steel
crankshaft, shot-peened H-beam connecting rods and forged aluminum
pistons are used. “In total, 85 percent of the reciprocating parts are
unique to the Ford GT,” says Hill.
Fuel is delivered via dual fuel injectors per cylinder. A modified
screw-type supercharger blowing through a water-to-air intercooler
supplies sufficient airflow for engine output.
Hill's team specified two race-inspired powertrain components, a
dry-sump oil system and a twin-plate clutch. The high-capacity, dry-sump
oil system provides consistent lubrication, even during maximum
handling. The twin-plate clutch delivers low pedal efforts while still
providing the clamp loads necessary to handle 500 foot-pounds of torque.
More significantly, these two features allow the powertrain to sit more
than 4 inches lower in the frame as compared with the front-engined SVT
Mustang Cobra. This helped maintain the low design profile and keep the
car’s center of gravity low for better handling. Backing the clutch is
an all-new, six-speed transaxle from Ricardo. The clean-sheet design
enabled Ford engineers to tailor the individual ratios to their
specifications, without being forced to select from an existing
assortment. The transmission is fully synchronized and features an
integral, torque-sensing, limited-slip differential.
To maximize passenger
comfort, Ford GT chief designer – Camilo Pardo – and the engineering
team made extensive use of a virtual-reality computer-modeling device
called the digital occupant buck. The device is a revolutionary step in
CAD/CAM technology with a virtual re-creation of the interior surfaces
translated from the CAD data; a physical mock-up of the seat, steering
wheel and pedal assembly; and a test engineer fitted with magnetic
sensors, which manipulate a virtual person inserted in the digital
interior. “The real advantage of digital occupant is that it allows
engineers to develop a comfortable interior for a wide range of
statures,” according to Kip Ewing, supervisor of package, prototype and
launch for the Ford GT. “As an example, I could sit in the Ford GT seats
as a fifth-percentile female, and evaluate her reach to major controls.
Five minutes later, I could sit in the car as a ninety-fifth-percentile
male and evaluate his outward visibility.”
As a result of this testing, Ewing tweaked the occupant package for the
maximum range of accommodation. This included obvious improvements, such
as maximizing seat travel and headroom. But he also made other subtle
improvements, like centering the pedal package relative to the driver's
seat, and canting the shift lever toward the driver.
For Coletti, technology like the digital occupant buck and patented body
fasteners are what make the Ford GT stand out. “Any company can take a
concept car and turn it into a crude, limited-edition production car,”
he says. “But the craftsmanship and technology of the Ford GT make it a
world-class supercar. It's a testament to the engineering expertise and
technological resources that are taking Ford Motor Company into the