Car Spotlight: Ford GT
Since the Ford GT--or rather, the sale of two of them--has just recently brought me some rather high times, I thought I'd spend a post talking about this extraordinary machine. Forgive me if any of this stuff is wrong (although I really, really doubt it is), I'm doing it all off the top of my head from my sales pitches about the car. And I'm half-baked. I am, however, absolutely certain that all the numbers are right.
The GT is one of those cars that has an inexcapable presence anywhere it's encountered, be it parked at the curb, cruising the street, screaming down an open highway, or shredding a track. The low, sleek, aggressive form demands both attention and immediate respect. In fact, the original GT, which was built in the 60s, was named the GT40 because its roof stood a meager 40 inches above the road surface. The most recent incarnation, although visually almost identical, is actually 44.3" high. Detractors of the GT's retro styling fault it for being such a slavish copy of the original. On the other hand, its fans counter that the original body was so far ahead of its time that it can find its place in the 21st century alongside its major rivals: the Lamborghini Gallardo and Murcielago, the Ferrari F430, Saleen S7, and Dodge Viper (both SRT-10 and the slightly older GTS). Updates to the outward appearance include modernized headlights and optional stripes and "Ford GT" detailing along the side skirts which were not available on the vintage model.
At the heart of Ford's supercar is a supercharged all-aluminum V8 displacing 5.4L and making 500-hp @ 6000RPM. Torque peaks out significantly earlier, with 500-lb-ft arriving at 4500RPM. It runs a reasonable 8.4:1 compression ratio and makes 90-hp per liter. Each cylinder is fed by two massive injectors running off of an 18-gallon tank. With such an enormous engine seated in the car, weight is a concern. However, the GT's midengine layout and relatively low engine mounting point keep it well-balanced, giving it as much stability as a 500-hp rear-drive car can have on the street and retaining its racing capabilities. Weight distribution front-to-rear is 43-57, making it far more manageable than even the rear-engine Porsches and granting it a wonderfully neutral handling balance, avoiding the classic GT40's tendency to understeer at the limit. The drivetrain is a relatively simple affair, with a 6-speed manual transaxle running a final drive ratio of 3.36:1.
The next feature of the GT is its rollcage, a relative oddity even in the high-end supercar segment. Of course, in a car this powerful and quick-handling, a rollcage isn't an so much an option for safety or chassis rigidity as it is a useful tool for prolonging one's life. Unlike many supercar 'cages, the GT's never makes the cockpit feel cramped or claustrophobic, and entry and egress through the vertical-open doors is effortless despite the low stance.
The exterior continues the race-inspired character of the car with a great innovation in body design. The body panels are finely fit and precision-made to the same standards as the panels found on high-level professional racecars. For the average owner, this means little other than a guarantee of the fit and finish expected of a $170+k automobile. However, the track enthusiast or moneyed canyon carver can appreciate the ease with which damaged body panels can be replaced with no fuss or tweaking. The replacement will, in fact, fit identically to the damaged panel, requiring only the necessary repaint to complete an undetectable repair. Compare this to the fiberglass-bodied Corvettes of the 90s and today, which tend to crack and fragment on impact, leaving enormous gaping holes which typically required a great deal of body shop time to fix and ensure proper fit of the new panels.
The suspension is, of course, composed of double-wishbones front and back. The steering ratio is relatively slow, with a lock-to-lock turn count of 2.7 (compare this to the 2.3 turns an EVO takes). Of course, in a car with a 200mph top end, slow steering has its advantages. And if you're planning on travelling at legal-in-Deutchland speeds, you'll be glad to know that the GT features enormous brakes to stop the madness: 14" in front and 13.2" in rear, run from a vacuum power assisted system.
On the city streets, the GT is purely an ornamental ride. However, unlike other pretty machines, the only jewelry this beast wears is its pornstar performance. This comes in handy the moment you get on the highway; it's very, very difficult to have the nerve not to get out o the way of a GT. Of course, given the presence this car has, it's usually wise to keep the speed reasonable. Cops follow this baby like Anna Nicole Smith after an elderly oil magnate. At idle and lazy cruising speed, the engine maintains a low, throaty growl that rapidly becomes a deafening roar once the throttle opens up and the tires begin to shriek. And that sound never gets old; most times, you'll wonder why they bothered putting in a stereo.
Given the far-reaching performance envelope of the Ford GT, the only safe place to find its limit is at the track. But if you're feeling adventurous, it performs well on mountain passes and winding blacktop. A good rule of thumb is to take the posted speed limit for the turn, double that number, and add 5mph, assuming you're a pretty good driver.
The GT is what it is: a racecar made for the street. It lacks the amentities of the more luxurious cars in its price category, but it more than makes up for that in sheer performance. And in terms of performance-related comfort, it certainly fits the bill. The racing seats are comfortable, supportive, and fit most drivers, while the racing harnesses hold the driver and one passenger in place without leving bruises. When masses of traffic prevent the car from stretching its legs, the six-speaker sound system steps up to keep you entertained. Dollar for dollar, it isn't the biggest bang for your buck. That title is held by the C6 Corvette. Instead, the Ford GT is simply the biggest bang.
The GT is one of those cars that has an inexcapable presence anywhere it's encountered, be it parked at the curb, cruising the street, screaming down an open highway, or shredding a track. The low, sleek, aggressive form demands both attention and immediate respect. In fact, the original GT, which was built in the 60s, was named the GT40 because its roof stood a meager 40 inches above the road surface. The most recent incarnation, although visually almost identical, is actually 44.3" high. Detractors of the GT's retro styling fault it for being such a slavish copy of the original. On the other hand, its fans counter that the original body was so far ahead of its time that it can find its place in the 21st century alongside its major rivals: the Lamborghini Gallardo and Murcielago, the Ferrari F430, Saleen S7, and Dodge Viper (both SRT-10 and the slightly older GTS). Updates to the outward appearance include modernized headlights and optional stripes and "Ford GT" detailing along the side skirts which were not available on the vintage model.
At the heart of Ford's supercar is a supercharged all-aluminum V8 displacing 5.4L and making 500-hp @ 6000RPM. Torque peaks out significantly earlier, with 500-lb-ft arriving at 4500RPM. It runs a reasonable 8.4:1 compression ratio and makes 90-hp per liter. Each cylinder is fed by two massive injectors running off of an 18-gallon tank. With such an enormous engine seated in the car, weight is a concern. However, the GT's midengine layout and relatively low engine mounting point keep it well-balanced, giving it as much stability as a 500-hp rear-drive car can have on the street and retaining its racing capabilities. Weight distribution front-to-rear is 43-57, making it far more manageable than even the rear-engine Porsches and granting it a wonderfully neutral handling balance, avoiding the classic GT40's tendency to understeer at the limit. The drivetrain is a relatively simple affair, with a 6-speed manual transaxle running a final drive ratio of 3.36:1.
The next feature of the GT is its rollcage, a relative oddity even in the high-end supercar segment. Of course, in a car this powerful and quick-handling, a rollcage isn't an so much an option for safety or chassis rigidity as it is a useful tool for prolonging one's life. Unlike many supercar 'cages, the GT's never makes the cockpit feel cramped or claustrophobic, and entry and egress through the vertical-open doors is effortless despite the low stance.
The exterior continues the race-inspired character of the car with a great innovation in body design. The body panels are finely fit and precision-made to the same standards as the panels found on high-level professional racecars. For the average owner, this means little other than a guarantee of the fit and finish expected of a $170+k automobile. However, the track enthusiast or moneyed canyon carver can appreciate the ease with which damaged body panels can be replaced with no fuss or tweaking. The replacement will, in fact, fit identically to the damaged panel, requiring only the necessary repaint to complete an undetectable repair. Compare this to the fiberglass-bodied Corvettes of the 90s and today, which tend to crack and fragment on impact, leaving enormous gaping holes which typically required a great deal of body shop time to fix and ensure proper fit of the new panels.
The suspension is, of course, composed of double-wishbones front and back. The steering ratio is relatively slow, with a lock-to-lock turn count of 2.7 (compare this to the 2.3 turns an EVO takes). Of course, in a car with a 200mph top end, slow steering has its advantages. And if you're planning on travelling at legal-in-Deutchland speeds, you'll be glad to know that the GT features enormous brakes to stop the madness: 14" in front and 13.2" in rear, run from a vacuum power assisted system.
On the city streets, the GT is purely an ornamental ride. However, unlike other pretty machines, the only jewelry this beast wears is its pornstar performance. This comes in handy the moment you get on the highway; it's very, very difficult to have the nerve not to get out o the way of a GT. Of course, given the presence this car has, it's usually wise to keep the speed reasonable. Cops follow this baby like Anna Nicole Smith after an elderly oil magnate. At idle and lazy cruising speed, the engine maintains a low, throaty growl that rapidly becomes a deafening roar once the throttle opens up and the tires begin to shriek. And that sound never gets old; most times, you'll wonder why they bothered putting in a stereo.
Given the far-reaching performance envelope of the Ford GT, the only safe place to find its limit is at the track. But if you're feeling adventurous, it performs well on mountain passes and winding blacktop. A good rule of thumb is to take the posted speed limit for the turn, double that number, and add 5mph, assuming you're a pretty good driver.
The GT is what it is: a racecar made for the street. It lacks the amentities of the more luxurious cars in its price category, but it more than makes up for that in sheer performance. And in terms of performance-related comfort, it certainly fits the bill. The racing seats are comfortable, supportive, and fit most drivers, while the racing harnesses hold the driver and one passenger in place without leving bruises. When masses of traffic prevent the car from stretching its legs, the six-speaker sound system steps up to keep you entertained. Dollar for dollar, it isn't the biggest bang for your buck. That title is held by the C6 Corvette. Instead, the Ford GT is simply the biggest bang.
posted by Jack Red at 2:08 AM
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