(from Ford Press Release) The
muscular Ford Mustang GT-R rekindles the legend’s road racing glory and
the magic of 5.0-liter Mustangs in a stunning racing concept making its
world debut today. The Mustang GT-R signals a potential future race car,
while honoring four decades of performance glory just days before
Mustang’s 40th anniversary.
"The Mustang GT-R blends today’s breathtaking design, Ford Racing’s
unmatched history and the most advanced racing technology into the
ultimate Mustang," says J Mays, Ford group vice president, design.
"Mustang’s iconic image grew with every checkered flag so we think the
Mustang GT-R is an appropriate tribute to the car’s 40th anniversary,
and a hint at what’s to come."
The bright Valencia Orange car – inspired by the famous Grabber Orange
1970 Mustang Boss 302 Trans-Am race cars (the Yellow Mustangs) piloted
by race legends, including Parnelli Jones – is a technological showcase
that, when peeled back, reveals a number of existing or
production-feasible racing parts.
"The Mustang GT-R shows that Ford is back in road racing in a serious
way," says Jim O’Connor, Ford group vice president, North America
marketing, sales and service.
The Mustang GT-R features Ford Racing’s 440-horsepower "Cammer" crate
engine that already is affordably available to grassroots racers, and
can be tuned to produce more than 500 horsepower under certain race
series rules. Last year, a tuned 505-horsepower version of the "Cammer"
notched world-class performance and endurance credentials by powering a
Focus Daytona Prototype to victory at the 24 Hours of Daytona race.
The racecar is engineered to tackle the world’s toughest road and street
courses with a stiff structure – based on the all-new 2005 Mustang
scheduled for sale this fall – a collection of the most sophisticated
racing parts from many racing series and a Formula One-inspired steering
wheel. However, the Mustang GT-R could be easily transformed into an
affordable, competitive option for grassroots teams because it uses 85
percent of the 2005 Mustang’s body components along with the same
suspension setups and the already-attainable "Cammer" powerplant.
"The GT-R is the Mustang racers would build if they weren’t bound by
various road racing rules," says Dan Davis. "We were fortunate to start
with a rigid, well-balanced production Mustang that was proven on the
track by some of the same people who, in previous jobs, helped Ford
Racing win on Sundays.
"The Mustang GT-R could be adapted to conform to different series and
budgets but, in this variation, serves as a dream machine. We took the
‘Cammer’ engine from the Ford Racing catalog and built a race car around
it with the best parts we’ve researched and tested through our unmatched
global racing program," Davis says.
While conceptual in spirit, the Mustang GT-R is built by racers and is a
capable performer with an eye on stepping up Mustang’s road-racing
presence. Several racing series – American LeMans, SCCA Trans-Am,
GrandAm Cup and the FIA – could easily accommodate the Mustang GT-R. For
example, the car could meet some series rules with basic modifications
to the brakes, wheels, tires and body parts.
The Mustang GT-R also hints at a turnkey grassroots-racing package that
could be retailed through Ford Racing’s parts’ catalog and distribution
network.
Engine
Dressing
Doug Gaffka’s – design director, Ford
Performance Group – design inspiration for the Mustang GT-R was simple:
Flex the 2005 Mustang shell to wrap the engine and retain 85 percent of
the production car’s solid structure.
"We decided that when a car as good as the 2005 Mustang comes along, we
don't need to look much further for a pure race car," he says, noting
that the Mustang's shell would be dressing for the engine and roll cage.
The carbon fiber hood instantly communicates the car’s performance – its
large engine bulge and unfinished surface harken back to the famous
yellow, black-hooded Mustangs..
The front end is a further evolution of the Mustang GT coupe and
convertible concepts that stole the 2003 North American International
Auto Show and foreshadowed the design of the 2005 Mustang. The Mustang
GT-R features the classic pony in the grille, surrounded by modern
materials like carbon fiber as well as advanced aerodynamic treatments
like ground-hugging front and side splitters.
Accentuated by huge front fender flares that accommodate the racing
suspension, the sides of the Mustang GT-R have 20-inch wheels, racing
slicks and substantial air scoops. The equally large rear fenders house
tires that are an inch wider. Considering how quickly 18- and 19-inch
tires became standard racing ware in recent years, these tires are a
realistic forecast of the next evolution in racing rubber. Dual
stainless steel exhaust tips -- jutting out of the rear body panel just
above the rocker panel on both sides in front of the tires – add an
intimidating look to the rear of the car.
The classic Mustang rear quarter windows are blocked out to accommodate
the fuel delivery "dry-break" system on the driver’s side. The doors are
fully functional as required by many of the possible racing classes.
The prominent GT-R logo is placed above the front fender and is flanked
by the honorary "Mustang" and "40th Anniversary" words. This logo is
repeated on the rear.
Probably the most striking design element, the prominent composite rear
spoiler meets several road racing sanctioning body rules.
The rear fascia, like the front, is a further expression of the GT
concept design, with a wider taillamp execution. Endurance racers will
instantly recognize the differential cooler mounted with an aluminum
grille screen between the taillamps.
Inside, the instrument panel preserves the dramatic styling of the 2005
Mustang in a carbon fiber application for racing. In anticipation of
another trend, designers chose a Formula One-style steering wheel with
most vehicle controls and gauges integrated, including the tachometer,
gear selections, telemetry and warning signals. Only the oil pressure
and water temperature gauges are located on the instrument panel.
"Most racers cobble together interiors," says Gaffka. "The Formula
One-style steering wheel significantly reduces dash gauges to help
preserve Mustang’s powerful instrument panel, which is the next
evolution of our interior design leadership."
The passenger side houses seat mount tracks for a second seat, if
needed, for would-be thrill seekers seeking first-hand Mustang GT-R’s
performance experience. The chrome-moly roll cage is attached to all
significant points in the body structure, adding significant rigidity to
an already stiff body.
The Mustang GT-R’s body retains 85 percent of the production car’s body
components that were stiffened by 30 percent as part of the Mustang’s
first full makeover ever. The only modifications include rear-mounted
battery pods and a fuel cell relocated to the rear trunk.
Built at Saleen Special Vehicles in Troy, Mich., the car was developed
by the same members of the Ford GT "Dream Team" who are building
sub-assemblies and painting body panels for Ford’s first supercar.
The "Five Liter" Is
Back
The foundation for the Mustang GT-R's
race-prepared 440-horsepower engine is the new 5.0-liter "Cammer" crate
engine from Ford Racing Performance Parts. The engine is rooted in the
MOD 4.6-liter four-valve V-8 engine family. However, the motor's flanged
cylinder liners help provide 94mm (instead of 90.2mm) cylinder bores,
creating a full 5.0 liters of piston displacement.
And while the motor employs the SVT Mustang Cobra’s forged crankshaft
with six-bolt mains and Manley "H-Beam" connecting rods for superior
strength, the high-strength Ford Racing block features design
reinforcements and a revised material for added strength and high-output
durability. The block is specially reinforced in the crankcase web areas
for high torque loads.
Other key differences include forged pistons, an 11.0:1 compression
ratio, ported heads, higher-lift cams and beehive-shaped valve springs.
The crate engine also features higher-flow fuel injectors and a
magnesium, variable-geometry intake manifold.
The 5.0-liter "Cammer" engine comes with a custom oil pan and features
custom-fabricated Tri-Y headers and crossover.
Helping put the power to the ground is the Ford Racing-supplied TTC T-56
six-speed transmission linked to the engine through a heavy-duty clutch
and flywheel assembly. Power exits the transmission through a custom
metal matrix composite aluminum driveshaft into a race-specification
differential with a 4.56:1 final drive ratio.
The "Cammer" was introduced at the Specialty Equipment Manufacturers
Association show in 2002. The engine in the GT-R is identical to the
crate engine, with the exception of camshaft timing, which was modified
to produce more high-end horsepower for track use.
Proven Race Chassis
The Mustang GT-R benefits from the 2005
Mustang’s race-inspired chassis, developed and tuned by engineers with
Ford Racing engineering experience or a passion for weekend track time.
The Mustang’s race-bred suspensions, near 50-50 weight distribution and
ultra-stiff body structure, are just the beginning of Mustang GT-R’s
credentials.
"The GT-R is the ultimate expression of the Mustang platform," says Hau
Thai-Tang, 2005 Mustang chief nameplate engineer. "Mustang spans more of
the market than almost any other car – from an under-$20,000 V-6 to a
race-ready car in the $40,000 range. The Mustang GT-R shows how we can
expand that unmatched reach with the all-new platform."
Track time – at drag strips and on road courses – was a critical part of
the 2005 Mustang’s development, as chassis engineers pushed prototypes
to the limit in search of the perfect power-and-handling blend.
"We spent countless hours refining this car on development drives and at
the track," says Mark Rushbrook, 2005 Mustang vehicle development
manager. "The car has been to the Nelson Ledges road course in Ohio
several times for 24-hour runs and has spent months on Ford's
straightaways and handling courses at our proving grounds in Arizona,
Michigan and Florida."
Soon after the 2005 Mustang’s world reveal in January, race engineers
quickly began building on its solid foundation. The Mustang GT-R
concept's chassis was fully stripped down to the body shell to receive
custom reinforcement and structural improvements for driver safety on
the racetrack. A roll cage was added, along with a Sparco-brand racing
seat with a five-point safety harness.
The production suspension geometry is retained, but key parts were
replaced to reduce weight or provide additional strength for the rigors
of racing. Suspension pieces, including the K-member, are made of
lightweight chrome-moly tubing. The race-proven dampers are coil-over,
fully adjustable units featuring remote reservoirs. A strut tower brace
increases structural rigidity.
Rounding out the chassis package are huge, race-proven Brembo brakes.
The front features 14.3-inch rotors with six-piston calipers; the rear
has 13-inch rotors with four-piston calipers. Linking the whole package
to the racetrack are 20-inch wheels and racing slicks provided by
Pirelli. Tire sizes range from 275/35 in front to 305/30 in the rear.
The Mustang GT-R is engineered with modern aerodynamics principles,
including a massive front airflow opening and carbon-fiber belly pans
that reduce underbody air turbulence.
Concept to Reality
Although the Mustang GT-R is a concept,
the car was engineered to perform at racing speeds with parts currently
available to weekend racers through the 2004 Ford Racing catalog.
The 5.0-liter EFI "Cammer" crate engine, including the wiring harness
kit, will sell for an MSRP of $14,995. The "Cammer" engine takes the
guesswork out of installation projects by offering a choice of several
length 5.0-liter, 4-valve modular wiring harness kits created
specifically to cover the most popular engine swap configurations.
What’s more, harness kits – which include the powertrain control module
(PCM) – provide all the necessary electrical connectors, including end
terminals, a fuse box, a power distribution box, as well as switch
connectors and fuel pump relays.
The roll cage, rear spoiler and some chassis components are all being
considered for further development.
Body Lightweight RPS body
panels with carbon fiber hood, aero devices, instrument panel, interior
door panels and floor heal pads
Valvetrain
Double overhead camshafts, four valves per cylinder
Intake valves
Two per cylinder, 38 mm
Exhaust valves
Two per cylinder, 32 mm
Throttle body
Twin 57 mm
Transmission
Ford Racing/Tremec T-56 6-speed
Rear axle
Winters/Ford 9-inch design
Differential
Winter's race-spec rear differential
Clutch
Ford Racing "Cobra R" heavy-duty clutch/flywheel assembly
Driveshaft
Metal matrix composite aluminum custom driveshaft
Exhaust
Complete stainless steel race exhaust with Tri-Y design headers,
crossover and side exit tips
Chassis
Fully reinforced fabrication
Suspension
Original production geometry with lightweight chrome-moly tube (aircraft
quality) construction
Front
Reverse-L independent rigid strut tower brace with lightweight chrome-moly
K-member and race-spec anti-sway bar with 1.25-inch box section
Rear
Three-link, solid axle with dynamic, fully adjustable shocks with remote
reservoirs and coil-over springs, race-spec 1.25-inch panhard rod, and
race-spec anti-sway bar
Brakes
Front
Brembo Racing 6-piston calipers and 14.3-inch rotors, 1.25-inch
thickness
Rear
Brembo Racing 4-piston calipers and 13-inch rotors, 1.25-inch thickness
Wheels & Tires
Front
Pirelli P275/35/20 racing slicks
20 x 10-inch, 5-spoke billet aluminum wheels
Rear
Pirelli P315/30/20 racing slicks
20 x 11-inch, 5-spoke billet aluminum wheels
