Supercars: Ford GT

Thursday 04 June 2009

Introduction:

Although clearly inspired by the original 1960s Ford GT40, the latter-day GT is, underneath its retro styling, a thoroughly modern supercar. The original concept appeared at the 2002 Detroit motor show and was not intended for production. Widespread popular acclaim, and the neat coincidence of the company’s approaching centenary celebrations, saw a production car commissioned shortly afterwards. It features a mid-mounted supercharged V8 engine that gives 500 bhp and 500 lb-ft of torque, ensuring massive performance is available at almost any speed. The entire project was developed from show concept to production car in just 16 months, the first examples going to customers late in 2004.

Engineering:

Although the GT’s styling clearly owes much to its illustrious predecessors, underneath the muscular bodywork it features the latest in modern construction techniques. An aluminium spaceframe chassis provides massive structural strength, enhanced by the use of a very tough centre tunnel that houses the fuel tank. The supercharged V8 engine is based on a block used for US-spec truck and SUV applications, but a supercharger and extensive reworking mean it produces a massive 500 bhp accompanied by 500 lb-ft of torque. Unlike many of its modern supercar rivals, the GT does without traction and stability control systems – power is transmitted to the rear wheels at the discretion of the driver’s right foot, via a six-speed manual gearbox (developed by British engineering firm, Ricardo) and a limited slip differential. Suspension duties are handled by the tried and tested method of double wishbones at each corner.

Design:

Creating the road-going GT gave Ford’s design team numerous headaches. Most cars are designed from the ‘inside out’ – bodywork created to fit the packaging requirements of the rest of the car. But because the GT’s fundamental silhouette was already decided by the need to stick closely to the proportions of the original GT40, its designers were forced to come up with novel solutions to fit the vast engine, passenger accomodation and modern impact protection structures into this pre-existing shape. Design work was carried out by a team under the leadership of rising star Camilo Pardo, which had to take a show concept car that was reckoned to be “less than five-percent” production viable and transformed it into a finished vehicle capable of passing tough homologation tests on both sides of the Atlantic. And although the GT’s styling is unmistakeably based on that of the GT40, the new car is considerably bigger – 460 mm (18 inches) longer and 101mm (four inches) taller. Access to the cabin is improved by cleverly designed doors, which incorporate a cut-out in the roof panel of the car.

Handling:

The original GT40’s design brief was to beat Ferrari on the race track – something the car managed admirably with four Le Mans victories. And the clear objective of the GT was to pose a serious challenge to cars like the Ferrari F430 and 575 Maranello on-road. And, for the most part, the mission has been accomplished as the GT unarguably possesses the handling required to match its massive performance. The wide track of the chassis and enormous Goodyear Eagle tyres ensure tremendous grip, as do the serious quantities of downforce provided by some very clever aerodynamics, including a venturi tunnel at the rear of the car. More importantly, the GT’s behaviour on, or even slightly over, the limit is well-flagged and predictable thanks to communicative steering and a forgiving chassis. That said, the lack of the sort of advanced stability control now being offered by Ferrari and Lamborghini makes the GT a daunting prospect on low-grip surfaces.

Performance:

Despite wearing the humble Ford badge, the GT is one of the very quickest of the modern crop of supercars – although it does without electronic traction management or ‘launch control’. The lack of four-wheel drive slightly hampers off-the-line performance, but even so the dash from rest to 100 km/h (62.5 mph) is over in just 3.8 seconds. An even better measure of the car’s towering performance comes with a 0-160 km/h (100 mph) time of just 8.3 seconds – and a top speed of slightly over 320 km/h (200 mph). Yet, from the driver’s seat, the GT feels faster than even those figures suggest thanks to the massive, any-gear shove provided by the brawny supercharged engine. A measure of the engine’s flexibility can be found in the fact that third gear is effective all the way from 30 mph to 120 mph.

Practicality:

The GT benefits from a far bigger and more comfortable cabin than the notoriously cramped cockpit of the original GT40 (which was designed around the needs of small racing drivers). With decent headroom for this class of car and a multi-adjustable seating position, even a tall driver will be able to get comfortable in the GT. The retro design theme continues inside the cabin, the downside being that many of the plastics used for the dashboard and switches feel very cheap by current supercar standards. And the case for practicality takes a real blow when you realise that there is, effectively, no luggage space. The only way to carry even a modestly sized bag is to use the passenger seat for the purpose.

Ultimate supercar rating:

If Ford manages to reach its target of producing 4500 GTs throughout the car’s lifetime then it’s possible the project might break even on its massive development costs – but the company is almost certain not to make any money from producing this incredible car. Rather we’re meant to see it in the same way the original GT40 was viewed – as a sign of corporate virility, and a less-than-subtle indication to the competition that Ford’s engineering talents run far deeper than the company is sometimes given credit for. Yet although the GT is a vanity project, it’s one that has really delivered – Ford has succeeded in creating one of the finest supercars on the road today. In years to come it is likely to be looked upon as one of the true greats.