Automotive Design & Production
May 2004, Vol. 116 Issue 5
Although some people might think that the long-awaited Ford Escape Hybrid* in actual operation was the big news from the Blue Oval at the New York Auto Show, let’s face it: horsepower rules. So it has to be the Ford Mustang GT-R concept, a bright Valencia Orange 440-hp beast that was the real showstopper–even if Kevin Bacon didn’t have the opportunity to pilot it. About the vehicle, J Mays, Ford group vp, Design, remarked, “We think the Mustang GT-R is an appropriate tribute to the car’s 40th anniversary, and a hint at what’s to come.” (See the cover story of this issue for further clues.) Whether it’s “to come” from Ford or not is probably somewhat of a moot point in that there was care in developing this concept to use lots of existing ’05 Mustang: e.g., 85% of the body components are stock (well, will be when the car comes out this fall) and the Ford Racing “Cammer” crate engine that’s available to racers right out of a catalog (if you have $14,995 that you’d like to put under a hood). The GT-R was built at Saleen Special Vehicles (Troy, MI).
The concept differs from the forthcoming Mustang with items such as fulsome fender flares, giant side air scoops, aero effects, and an unfinished carbon fiber hood with appropriate bulge. And there’s a comparable composite rear spoiler to balance things out. What’s more, there are carbon-fiber belly pans. Inside, there is also carbon fiber, on the IP. As this is a race vehicle, there is a Formula One-style steering wheel fitted: it contains most of the gauge information, with the oil pressure and water temperature gauges being the only two in the IP. Explains Doug Gaffka, design director, Ford Performance Group, “Most racers cobble together interiors. 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.” Another thing that isn’t inside: seats other than the driver’s–although there are seat mount tracks on the passenger’s side, just in case.
* Ford executives have been talking about the Escape Hybrid for a long time. Less time, however, than the 37-hour drive around Manhattan that was used to launch the real vehicle (finally). The drive was to prove the fuel efficiency of the Escape Hybrid, which proved that it could get 38 mpg. Among those driving were the soon-to-be mentioned Kevin Bacon. Perhaps if all of the people who have six degrees of separation from him buy one…
NEW YORK, April 7, 2004 – 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 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.
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 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 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.
Design
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.
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.
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, the 20″ tires on the GTR are a realistic forecast of the next evolution in racing rubber.
The classic Mustang rear quarter windows are blocked out to accommodate the fuel delivery “dry-brake” system on the driver’s side. The doors are fully functional as required by many of the possible racing classes.
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.
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.
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.
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.
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.
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.
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
IRVINE, Calif., July 17, 2002 — Saleen, Inc. is immensely pleased and proud to have been selected by Ford as one of the key suppliers to the re-creation of one of the great cars of all time, the production version of the GT40 concept vehicle.
“To have been chosen by Ford as one of four core suppliers to the GT project is a reflection of Ford’s confidence in our niche manufacturing capabilities,” says Saleen, Inc. president, Steve Saleen.
During the past 19 years, Saleen has repeatedly demonstrated its ability to design, engineer, manufacture and market high-performance specialty vehicles working closely with Tier 1 suppliers around the world.
“Our expertise has been primarily focused on high performance,” Saleen continued, “but it’s been diverse as far as the types of vehicles we have produced— everything from Mustang to Explorers to our new S7 supercar.”
Chris Theodore, Ford’s vice president of product development, handpicked the members of the GT Dream Team, including Saleen’s chief engineer Neil Hannermann. “When the Ford GT arrives on the scene, it will set a new standard for supercars,” says Theodore. “And it will teach us valuable lessons about the power of small, nimble product teams.”
The Ford GT project is built for speed—on the road and in the system. The project serves as a lightning rod for consumer excitement and a catalyst for change within the Ford system.
To build the low-volume super, Theodore assembled a team of performance engineering experts, such as Saleen, with the skills to deliver and the knowledge to get things done within Ford while operating outside the established system.
Many of the assembly processes already employed by Saleen to manufacture its Mustangs and S7s will be used for the paint and vehicle assembly responsibilities Saleen will assume for the new Ford GT. The assembly area is where all the various component parts are brought together by certified technicians to create the finished cars.
Saleen brings to the GT project nearly two decades as a high-performance vehicle manufacturer. Based in the creative epicenter and performance capital of the automotive world—Southern California—Saleen has developed a reputation for building enthusiast vehicles and parts that surpass the performance of some of the most expensive and exclusive vehicles in the world. Since its inception in 1984, Saleen has led specialty vehicle manufactures in innovation and quality. Saleen vehicles and parts are built under the same strict governmental guidelines and certification as those of large automotive companies—ensuring safety and emissions compliance as well as quality. As certified with the U.S. Government. Saleen vehicles meet or exceed all applicable EPA/CARB and NHTSA-FMVSS requirements.
Saleen Mustangs are sold only through Saleen-certified Ford dealers and they come with a bumper-to-bumper Saleen warranty. Saleen also has factory pricing and financing.
Steve Saleen began his company with a vision of the perfect performance vehicle that would be appreciated by anyone. Since its inception, Saleen has produced nearly 9,000 vehicles, more than any other specialty manufacturer.
Today Saleen is housed in a 150,000 square foot building in Irvine, Calif. just down the road from Ford’s headquarters for the Premier Auto Group (PAG). The new office space houses the design, engineering and assembly operations, as well as the corporate offices, customer service center and the parts distribution facility. A seven-time Manufactures’ Champion in GT sports car racing, Saleen’s line of products and services includes Saleen/Allen Speedlab, Saleen Performance Parts, Saleen Composites and Coatings and Saleen Engineering and Certification Service.
From the very beginning, racing has been an important component of the Saleen DNA. “The knowledge we gain from motorsports feeds right back into our performance road cars.” says founder Steve Saleen. “Our customers love performance. Our powerful specialty vehicles are a direct translation of superior racing technology adapted to street use.”
For some manufacturers the terms niche manufacturing and mass customization—creating customized products in an efficient mass-production manner—are new. But they aren’t new to Saleen. The company has been employing these concepts from the very beginning. Unlike so-called “tuners.” Saleen’s team follows the same procedures as mega-manufacturers to certify vehicles in compliance with Federal and State regulations.
Saleen’s latest achievement in crafting niche market vehicles involves the use of best practices components along with specifically-engineered ultra-high performance parts to create the S7. Using its expertise in mass-customization, along with outsourced parts and services as needed, Saleen created the S7 for the exotic vehicle market in less than 18 months. And it is expertise such as this that will allow Ford to achieve its goal of debuting the new GT.
The supercar joins Thunderbird, Mustang and the Forty-Nine concept as part of Ford’s “Living Legends” lineup.
Production capacity, manufacturing location, vehicle specifications, performance numbers, pricing and the name of the production vehicle will be revealed at a later date.
