Ford GT numbers are in

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Pressure Ratio

Pressure Ratio

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Nov 11, 2005
20,510
12,413
Glen Ellyn
  • #1
    Ford GT Delivers Highest Top Speed

    "DEARBORN – Delivering the highest output of any EcoBoost® production engine to date, the all-new Ford GT couples its extraordinary power with impressive aerodynamic efficiency and advanced active dynamics to achieve a maximum speed of 216 mph – making it the fastest Ford production vehicle on the track ever.

    Capable of an exceptional top speed, Ford’s all-new supercar is designed and optimized for track performance to honor its racing heritage. In 2016 development testing, with all contenders track-prepped with new fluids, fresh tires and optimal suspension settings, in identical conditions and with the same driver behind the wheel, Ford GT bested both the McLaren 675LT and Ferrari 458 Speciale at Calabogie Motorsports Park in Canada.

    The numbers speak for themselves:

    Ford GT: 2:09.8

    McLaren 675LT: 2:10.88

    Ferrari 458 Speciale: 2:12.9

    SAE-rated at 647 horsepower and with 550 lb.-ft. of torque, Ford’s new high-output 3.5-liter V6 powerplant produces the most horsepower of any EcoBoost production engine ever, making Ford GT the fastest production car ever to wear the Blue Oval badge. The engine’s wide powerband produces 90 percent of its peak torque from 3,500 rpm.

    “Our expectation has always been that the EcoBoost V6 would perform exceptionally well in the Ford GT – both in terms of power as well as aerodynamic efficiency,” said Dave Pericak, global director, Ford Performance. “We tested and developed this powertrain through the Daytona Prototype race car that ran in IMSA for two seasons, last season racing with Ford GT. We are extremely pleased with how it performs, both on the track and on the road.”

    Ford GT’s dry weight just tops 3,000 pounds, which places the supercar between its two primary competitors, the McLaren 675LT and Ferrari 488. Ford GT’s power-to-weight ratio is 4.72 pounds/horsepower.

    “The Ford GT is all about performance,” said Raj Nair, Ford executive vice president, global product development and chief technical officer. “We achieved considerable weight savings with the carbon fiber architecture. We then reinvested some of that savings into where it counts most – performance, specifically, the active dynamics. The result is an even faster car.”

    The active dynamics systems – for both suspension and aerodynamics – are designed to make the car perform with optimum downforce, drag and balance at any speed, creating a faster setup regardless of driver skill level.

    Ford GT, with no excuses to give, has proven itself time and again, racing to class wins at Le Mans and numerous other tracks in both IMSA and WEC last season. The production Ford GT shares a great deal with the high-performance track version, with advanced aero and suspension features added that take it to another level."


    Horsepower (SAE) 647 hp @ 6250 RPM
    Torque (SAE) 550 lb-ft @ 5900 RPM
    Dry weight 3054 pounds

    Ford GT full spec sheet (click).
    Click to read more...
     
    Pressure Ratio

    Pressure Ratio

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    TCG Premium
    Nov 11, 2005
    20,510
    12,413
    Glen Ellyn
  • #7
    Also, I don't know if this was posted. It explains the suspension some.

    "It should come as no surprise that the Ford GT has an active, adjustable, multi-mode suspension. Every current supercar, along with a growing number of more mundane machines, offers this capability in some form. But during our first ride-along in a preproduction prototype of the upcoming Ford supercar, we learned more about what's going on under the Blue Oval's halo car. And it's unlike anything you've ever seen before.

    The GT's suspension system uses pushrod-actuated torsion bars in the place of traditional coil springs. This moves the major suspension components inboard, making room for the giant aero passages that are key to the car's keel-style flow-through aerodynamics.

    Through a complex system that Ford only described to us in vague terms (as patents are still pending), each wheel is actually controlled by two springs acting in series. Think back to your physics courses: Stack two identical coil springs on top of each other, and you've created one giant spring that takes half the force to compress compared to the individual springs. In other words, your mega-spring has half the spring rate of the parts it's made of.

    MORE FORD GT? MORE FORD GT.

    First Ride: The All-New Ford GT

    Explaining the Ford GT's Five Drive Modes

    All-New Ford GT: Exclusive Images
    A system of torsion bars, rocker arms, and actuators controlled by the drive mode selector in the cabin creates such a system in the GT, with each wheel suspended by two springs acting in series. When the suspension is in Normal mode (corresponding to Normal or Wet drive mode), both springs are active, essentially "stacked." Dialing up Sport drive mode leaves the spring arrangement unchanged, but activates a firmer setting on the three-mode DSSV dampers.

    When the driver selects Track or Vmax mode, the two-spring setup really shines. In either of these two hardcore settings, one of the springs is locked out, effectively doubling the spring rate acting on each wheel. The ride height drops by a massive 50mm (almost exactly two inches), reducing ground clearance to a mere 70mm (2.75 inches). The dampers go into the firmest of their three calibrations. In Track mode, the aero components go into full downforce mode; in Vmax, the wing and chassis splitters stay in their low-drag setting.

    GIF
    Kevin McCauley
    In effect, this Track/Vmax suspension setting is like having a completely unique chassis tuning. The ride height, spring rate and damping are all optimized for maximum performance, without compromising the comfort of Normal or Sport mode. You get a slammed-down racing suspension in a car that you can still drive on public roads to and from the track. There's even a "Comfort" button that further softens the dampers in Normal mode for particularly rough roads.

    There's another nifty aspect to this setup: Since Ford runs the suspension and aero systems off the car's old-fashioned hydraulic power steering setup, the car switches from normal ride height to Track/Vmax mode quicker than any air suspension you've ever seen. There's also a nose-lift mode for attacking steep driveways without scraping—it picks the front of the car up so quickly, you'll think you're at a lowrider hopping competition.

    We can't wait to try this nifty suspension setup out for ourselves."

    New Ford GT Suspension - 2017 Ford GT's Chassis Design

    1481034524-gif-sidedrop.gif
     
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    Primalzer

    TCG Elite Member
    Sep 14, 2006
    25,259
    61
  • #15
    Road and Track claims the test Ferrari was a 488 GTB...

    Ford also published comparison lap times with the 675LT and 488GTB. At Calabogie Motorsports Park in Canada, on the same day, with the same driver, same fuel source, and fresh tires, the GT turned a 2:09.8 lap, besting the McLaren's 2:10.8 and the Ferrari's 2:12.9.
    Click to expand...

    New Ford GT Horsepower - 2017 Ford GT HP, Torque, Top Speed, Weight

    I'm not sure how that track compares to VIR, but the GT, theoretically, should be somewhere around the top of the leaderboard for the Lightning lap...seemingly right there with the '15 Z06 (2:44.6) and Viper ACR (2:44.2). The 488 GTB turned in a 2:45.1. The 918 "only" ran a 2:43.1, so it's possibly it's within spitting distance of that...If it's right there between the Viper and Z06, color me disappointed. But if it's within a few tenths of the 918, I'll be much more impressed.

    Lightning Lap 2016: Results, Historical Lap Times, and More – Feature – Car and Driver
     
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    Primalzer

    TCG Elite Member
    Sep 14, 2006
    25,259
    61
  • #22
    Today, we finally got some hard numbers on the long-anticipated Ford GT. The automaker revealed that the twin-turbo Ferrari-fighter makes 647 horsepower, 550 lb-ft of torque, and tops out at 216 mph.

    Strong numbers, to be sure. But there was a small surprise tucked in to the spec sheet Ford circulated to automotive outlets: The car's dry weight of 3054 lbs. That seems awfully heavy for a carbon fiber monocoque vehicle with less passenger space than an Alfa Romeo 4C. And it's especially puzzling given that, since the day the GT was revealed at the 2015 North American International Auto Show, Ford claimed it would have "one of the best power-to-weight ratios of any production car."

    Road & Track spoke with Ford's Executive Vice President of Product Development and Chief Technical Officer, Raj Nair, to find out what goes into the GT's mass, and understand the decisions that led to making this car what it is.

    "We achieved a lot of weight savings with the carbon fiber monocoque and the aluminum structure," Nair told R&T by phone. "But as we did the simulations and testing on the mules, we thought it was worth reinvesting some of that [weight] into the active systems, specifically the active aero and the active suspension."

    As we explained when we got a world-first opportunity to ride along in a production-spec GT, the new Ford supercar can dynamically change its suspension and aerodynamic package based on which of the five drive modes is selected.
    The suspension system is unlike anything ever attempted on a production street car. Two different spring rates are available at each wheel, achieved by either running a single spring or two springs in series. The car has two available ride heights, dropping down by nearly two inches in Track and Vmax modes. Combine the two spring rates, the two ride heights, and the adaptive damping capabilities of the DSSV spool-valve dampers, and you've got a suspension system that can be drastically altered on the fly.

    As for the aerodynamics, the five drive modes alter the airflow affecting the adjustable front splitter, the under-car aero channels, and the multi-position rear wing. In the normal modes, the rear wing stays lowered, with aero shutters blocking off the downforce channels at the front of the car to keep the downforce balanced. In Track mode, the suspension drops to a lower ride height, the rear wing raises (and changes shape, with a small Gurney flap rising from the trailing edge), and the front-end aero channels open up to offer front-axle downforce to balance the wing's effect.

    Both the suspension and the active aero systems are powered by the same hydraulic pump that drives the power steering system, allowing both systems to react incredibly quickly.

    Of course, these active systems add weight and a measure of complexity to a vehicle that was designed to be as small and aerodynamically efficient as possible. "We could have been lighter without [the aero and suspension systems]," Nair told R&T. "But when we did the simulations and the [real-world] tests, we were faster by putting the systems in. We felt it was worth reinvesting the weight savings into getting the lap times."

    How much weight could have been saved by using a static suspension and aero package? Nair didn't want to reveal that tidbit, though he said that compared to the target competition, like the sub-3000-lb McLaren 675LT, a GT without the active systems "would have been right there on the dry weight."

    Which brings up the question of dry weight versus "race dry" versus real-world curb weight. In its official numbers, Ford quotes a dry weight of 3054 lbs for the new GT—meaning vehicle weight minus all the vital fluids needed for the lubrication system, the brakes, and crucially, those hydraulically-powered active aero and suspension components. Ford Performance boss Dave Pericak gave R&T a rough estimate that filling the vital fluids but leaving the fuel tank empty (a condition known in the industry as "race dry") would add around 119 lbs to the GT's weight.

    That's a little heftier than the 2982-lb weight we measured on a ready-to-drive McLaren 675LT last year. And with 666 horses, the British supercar beats the American on power-to-weight ratio. Still, the McLaren—as well as the nearest competitor from Ferrari, the 488GTB—tops out at 205 mph, 11 slower than the GT, the fastest Ford ever built.

    The new GT's racing legacy is already well established, including winning Le Mans in 2016, on the 50th anniversary of Ford's first victory there. We still have yet to see what the street-legal, production-spec GT can do in terms of acceleration and handling, and how it compares to its most natural competition in the real world. Until then, peruse the full spec sheet on the new Ford GT right here.
    Click to expand...

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