Ford GT test drive

[Mopar]

From The Car Connection:
2005 Ford GT
Rich in history, richer in speed.
by Marty Padgett and Paul A. Eisenstein (2003-10-20)




Corvettes are pedestrian by comparison. Dodge's Viper is a little too plebeian, too. When it comes to American-bred supercars, Ford's new GT smotes these lesser icons and becomes the new graven image all you gearheads should be worshipping, whether or not you can afford the stiff estimated sticker of $135,000-$150,000.

That's the current price of glory, in case you're saving up.

Conceptual history

The GT, as has been well storied, was conceived as a 2002 concept vehicle to shake the gloom off Ford's reputation as the company turned the 100-year mark. After piling up more than $6 billion in losses in the past two years, the company needed some feel-good news - and what feels better than 500 hp? And what better to wrap it in than a sensual reincarnation of Ford's most famous race car from the Sixties, the Ferrari-slaying, Le Mans-winning Ford GT40? They probably ordered the rubber stamp to approve the production version before the concept hit the show floor.

Of course, the new GT is a little bigger, a little wider than its namesake and inspiration. And the name isn't GT40, either - Ford refused to pay an private owner for the rights to use the GT40 name (which would be inappropriate anyway: the GT40 was named in part for its 40-inch height, and the new GT checks in at 44.3 inches high). But the powerplant is a tried-and-true American V-8, jolted to life with supercharging and wedged into a chassis so capable you may forget Ford's two-decade affair with the Fox platform out of sheer kindness.

While the numbers on the financial side have ranged from tachycardia to mild arrhythmia, the centennial GT's numbers are astonishing and appropriate. Ford says their final-stage prototypes are leaving a 3.8-second gap between 0 and 60 mph; top speed is estimated at more than 190 mph.

Sixties inspiration

What's especially striking about the new GT is the very close resemblance to the original GT40. There are hundreds of detail differences that aficionados will detect - the high-intensity headlights styled to incorporate "100," the shape of the front air intakes - but simply parking the two cars next to each other sets up a striking historic reverb. Today's GT translates those unbelievable proportions into modern NHTSA-ruled reality and so convincingly recaptures the sex appeal of the 1960s car, it makes a Ferrari 360 brought for comparison look like a Hyundai Tiburon.

The shape practically was predetermined, but Ford tasked its engineers to work Formula 1-style miracles in underbody aero tuning. The original GT40 was notoriously wind-happy at speed, and to cure the devils, engineers removed several hundred pounds of lift by working the car's shape from the beltline down.

The body itself is crafted panel-on-frame, with its aluminum space frame cloaked in superplastic-formed aluminum heated until the sheets become floppy. The fenders, hood and doors are made of these sheets, and aluminum constitutes many other parts, from the struts connecting the backbone to the rear end to the door handles in the cockpit (both of which are actually from the same casting). It's suspended on double wishbones front and rear, with coils and shocks and anti-roll bars.




The cockpit deftly blends modern necessity with the Sixties-retro shapes that have graced Ford's 427 and Forty Niner concepts. The central tunnel is cloaked in aluminum. A small-diameter steering wheel is tightly packaged with an airbag, and the instruments wear aluminum bezels. Granted, it's more Speed Racer than Le Mans, circa '67, but that's likely to play well with occupants who have the wallet to sling at thrilling toys like this one.

Have we forgotten anything? Oh right, the engine. It's a version of Ford's modular V-8, sized at 5.4 liters and outfitted with four valves per cylinder, a Lysholm screw-type compressor (a first for supplier Eaton) and two fuel injectors per cylinder. Slung between the rear wheels and behind the seats, the big V-8 is no longer brightly chromed as was the V-10 in the recent concept car, but the engine bay is neatly arranged to show off the car's crown jewel.

The V-8 is teamed with an aluminum six-speed gearbox developed by Britain's Ricardo; the tranny is equipped with a Torsen-style limited slip developed by Fuji; the brakes are four-piston Brembos, vented and crossdrilled. Shod with Goodyear Eagle F1 Supercar tires (235-series 18-inchers in front, 315/40ZR-19s in back) and blessed with a sound weight distribution of 47/53 percent, the new GT on paper bristles with the energy of a downed power line.

California dreamin'

On California's Route 1, cutting through late-lifting fog clinging to Pebble Beach and surging uphill to the vintage races at Laguna Seca, the GT casts itself among other instant classics with initials like ZR-1 and SRT-10 - along with some Italian names and numbers.

Sliding into the cockpit is easy, thanks to doors cut into the roof that make for decent six-footer headroom. The seats themselves tip too far forward, though, and are nonadjustable Sparco carbon-fiber buckets, which means only fore-aft movement.

Firing the engine up, it's more difficult to engage the GT in smooth driving than Ford would like. As of our drive in August, the tranny still was in need of last-minute tuning. The big ball shifter feels good in your hand, and the throw of the shifter is reasonably short. Still, the stout gearbox's twin-disc clutch transmits lots of noise through the tunnel and the clutch has a very high take-off point.

The supercharged V-8 rumbles and whines with the push of the start button, but the exhaust note is one of the few sources of controversy in our small driving pack. Some found it pleasing enough, others compared its aural mismatch to the sound of the V-10 Viper - not muscly enough. Ford product VP Chris Theodore promises that the engine note will be addressed before the real production cars start rolling out early next year.

Steering is the most pleasant surprise on our run to Napenthe, Orson Welles' getaway turned granola cluster on the coast, and around the track at Laguna. It winds in and unwinds naturally, better than the sample Ferrari 360 provided by Ford's team, and feels precise, with great feedback. It's one of the great reasons the GT inspires confidence with the first push of its start button. Unlike some of the other supercars we've driven, which always seemed ready to bite you should you make the slightest mistake - enter a corner early, brake a little late - the GT seemed surprisingly forgiving and always beckoning, as if to suggest it can do a little more, just a little more. It flew through the hairpins on Highway 1 and at Laguna effortlessly, and even when entering the track's corkscrew a little hot, it was easy to regain full control.

Forget body roll. Despite the extra height over the original GT40, the new car stays firmly hunkered down. The brakes are among the new car's nicest features. In fact, it'd be an interesting comparison between the old car and new. They're smooth and predictable, not at all grabby. But when you wanted maximum stopping power, you were happy to be strapped in. Anyone who drives without a belt is likely to blast through the windshield the first time they execute a panic stop.

And then there's the tremendous sense of speed. It's not only the supercar envelope that bears opening - acceleration to 100 mph is breathtaking, and several times on the front straight we found ourselves pushing 150 mph. It's the combination of sensual delights, from sliding into the low, low driver seat to fully grasping what this GT is capable of long before those who simply watch it roll by in awe.

Ford could merely have shod a GT body on lesser mechanicals. After all, you can't apply conventional criticisms to a supercar that's risen from the dust of history. Who would complain if it merely looked like a GT40 and didn't drive as much like one? Well, aside from journalists?

It's as impractical as it is improbable. And yet the 2005 Ford GT is stunning and inspirational. Priced "substantially below" $150,000, almost all the cars will go to owners in the U.S. beginning next spring.

2005 Ford GT
Base Price: $135,000 (est.)
Engine: Supercharged 5.4-liter V-8, 500 hp/500 lb-ft
Transmission: Six-speed manual, rear-wheel drive
Length x width x height: 182.8 x 76.9 x 44.3 in
Wheelbase: 106.7 in
Curb weight: N/A
EPA City/Hwy: N/A
Safety equipment: Front airbags, anti-lock brakes, electronic brake force distribution
Major standard equipment: A/C, power windows and locks, AM/FM/CD player, rear window defroster
Warranty: Three years/36,000

[OutThere]

Besides the price... what's not to like about this car????

[SapphireGTS]

Besides the price... what's not to like about this car????

Is it truly a ferrari killer?

[Chuck 98 RT/10]

The only thing I wish it had is big cubes.

[OutThere]

big cubes?

[SapphireGTS]

a large motor

[OutThere]

Didn't the show car have a V-10??

[SapphireGTS]

I think it did but ford is announcing a S/C 5.4

[slaughterj]

First they say: "Dodge's Viper is a little too plebeian, too."

Then they say: "the GT casts itself among other instant classics with initials like ZR-1 and SRT-10" (has there been any other SRT-10 than the Viper?!)

Sounds pretty contradictory to me. Not to mention smoke blowing up the azz like this car is going to be able to put it to the Viper.

[Chuck 98 RT/10]

"plebeian" I had to look that one up.

Pretentious bastages.

[Vic]

I want it, I want it, I want it, I want it, I want it......

[Nexus-6]

I'm trying to be good....I really am. I really really want one too and my wife isn't helping the cause. In fact, the GT is the first car she's really pushed for besides the Elise.

I'm trying to be ever so good.

[Dixter]

All of us GTS owners may not have a choice if Dodge does not build us a new
SRT GTS. Our cars are not going to last forever and Dodge wont be making
parts either.....

The Dodge Viper Coupe is now on the endangered list

[Chuck 98 RT/10]

The GTS will come. The CC is paving the way.

Nex, I just can't get into that Elise. First, it has a girl name. Secondly, it's so light it HAS to feel like a gokart on steroids. A fun car probably but not very masculine.

[Nexus-6]

It's cool - I have masculinity covered myself. I don't need cars for that (or two of the same kind...).

It'll be a fun lil track car...if I had to own just one, it wouldn't be the 'lise for sure.

[onerareviper]

I saw the unveiling of the Ford GT in Detroit, 2002. It DID not have a V10. Actually, I've seen this car in person at several cars shows since then.... Everyone I've seen had the SC V8. Although, another Ford concept I saw did have the V10. I can't remember the name, maybe Ford 49? But here are some picks from Detroit 2003 North American International Car Show.

[Chuck 98 RT/10]

It's cool - I have masculinity covered myself. I don't need cars for that (or two of the same kind...).

Wisass, just for that my next slam on you wont have any smileys.

[FranciscoR.]

The Ford49 has to be one of the coolest cars EVER made. I saw it in Detroit this past January when at the shoe wit father. It is AMAZING!!!! It is low, dark (purple?), and very smooth lines. If they made it now, my dad would definetly buy it.

[Chuck 98 RT/10]

Yeah, I thought the 49 was a great design too.

[FranciscoR.]

That's one that I have to say encompasses everything cool about a car. If you haven't seen it in person, you have NO CLUE what this car stands for. Chuck, my favorite wasn't the color or windows ( which both were literally amazing ) but moreso the stance. They got that gangster lowrider thing down PERFECT. Not too low, not too "leaning". I mean it was amazing how precise the stance was, and the effect it had on the overall look. What ya think Chuck?

http://www.fast-autos.net/ford/ford49.html

p.s. It was raised up on a slightly lifted pedestal. This showed off the car amazingly.

[Nexus-6]

Yeah, I thought the 49 was a great design too.

Me too...I have a 1/18th of the '49 sitting right in front of me actually at my desk. Fell in love with that car the first time I saw it.

I called the local Ford dealers here hoping to start a list back when it hit the show circuit and they wouldn't do it. Ah well...

[mjguflaw]

I just got done reading the whole Bob Lutz/Corvette C6 thread in the GTS/RT-10 forum and setting the Viper aside for a second, wouldn't it be humorous if Corvette's C6 Z06 outperforms this car at half the price? Based on the numbers being thrown around up there it seems quite possible, with similar power numbers and comparable weight. I mean, I might (and I say might) pay twice the price of a Viper or C6 for less performance if I'm getting Ferrari mystique and driving experience, but twice the price for a Ford? Let's see Ford win LeMans four times with this GT and I'll be impressed.

[FranciscoR.]

Ok, if I had money, enough to pay for the GT, I would still take a Viper. I am think a DLM 1000hp 2001 GTS with Elite hood and front fascia. No matter how "well" it performs, the Viper to me will always be a better car. And if I can get a good 2001 GTS for like 50-60, imagine the mods to it for another $100,000...lol...insane.

[Fiorano]

Sorry to admit, but I'd sell my viper and get the Ford GT if the price were closer to $100K. IMO, the GT40 design is the nicest of any. Viper is close behind, but not quite there.