2005 Ford GT
Design: Concept to Reality
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 development.
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 form.
“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” spoiler.
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:
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 44.8 mph.
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 Company.
“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 Ford GT.”
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 casing.
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 it's based.
“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 rear-view mirror.
“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 racers.
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 door panel.
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 Frame
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 handling targets.
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 overall structure.”
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 hand-built prototypes.
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 replacement.
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 removed.
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 C-pillar.
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 car.”
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 speed.
“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.
Supercharged 5.4-liter V-8
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.