2005 Ford GT, Ford's Ferrari Killer.
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2005 Ford GT, Ford's Ferrari Killer.
Homage to Ford's Past, Glimpse of Ford's Future
By Karl Brauer
Date Posted 08-21-2003
In the spring of 2004, Ford dealers will begin receiving their allotment of 2005 Ford GTs. The allotment won't be large; in fact, many dealers will never see a GT except in photographs. Less than half will receive one unit for the entire 2005 production run, and a tiny fraction will receive two or more. Total first-year production is slated for between 1,000 and 1,500 units, which explains why most of the 3,500 Ford dealers in the U.S. will never get one in their showroom. Rumor has it that hundreds within Ford Motor Company are among the first in line to buy a GT. Right behind them are the dealership owners, many of whom have been patiently waiting for a car like the GT to fulfill their exotic-car desires — desires that could never be satisfied by a foreign nameplate like Ferrari or Porsche.
There's no denying the new Ford GT is steeped in historic equity. A modern-day interpretation of the GT40 that dominated Le Mans in the mid- to late 1960s, the new GT is supposed to represent not only the best of Ford's past but also the promise of the company's future. Automakers often refer to vehicles like this as "halo" cars. By themselves they can't erase red ink or regain market share, but a halo car can improve a brand's awareness and lead to increased showroom traffic. Mazda's Miata is probably one of the most effective halo cars from the last decade. Ford's own Thunderbird was somewhat less successful on this front. The Thunderbird, introduced in 2002, is slated to go out of production in 2005 after three years of disappointing sales figures.
The Thunderbird's departure will leave the lion's share of Ford's branding and image efforts on the admittedly broad shoulders of its all-new 2005 GT, though the redesigned 2005 Mustang will also lend a hand. As Ford moves forward with its revival plan — a time when the company needs all the brand awareness it can get — the role of the GT goes beyond feature articles in enthusiast publications and flashy appearances in Hollywood productions. The money and manpower expended to bring a production version of the GT to life, a goal achieved in record-setting time, will likely serve as a test bed for future product development.
To understand the justification behind the GT, as well as all that went into creating it, I spent a few days discussing the project with several team members at Ford's SVT headquarters in Dearborn, Mich. I also toured the GT plant and was walked through the process of turning a basic aluminum frame into a final production vehicle.
Why did Ford build the GT?
Tom Scarpello, SVT marketing and sales manager: For a long time, for many, many years, there have been a number of people [within the company] who have wanted to do a high-performance sports car — something real exotic. It was kind of conspicuous by its absence; of all the major automakers worldwide, Ford didn't have a real exotic, purpose-built sports car in its lineup. There have been a number of concepts, projects like the GT90 concept that didn't really make business sense. These concept projects — you do them for image reasons as opposed to financial reasons. You have to ask, "How does this fit with what we're trying to accomplish in the marketplace?" A supercar or an exotic car is pretty much at odds with what the Ford brand stands for.
Consequently, it never really happened. A few years ago another team pulled together and said, "It's time to do a supercar." And we took a different angle this time and decided to draw upon the heritage and the credibility that was established with the GT40 program. And that really was the illumination, because now you had something that made sense for the Ford brand and was credible, that was authentic, that people could relate to. And the fact that you've got this six-figure-priced car in the Ford lineup, well, if it's based on the GT40 heritage, then you can understand it and it makes sense. It fits.
-----
Edmunds.com: Who is the Ford GT buyer?
Scarpello: It's going to be a male in his 50s or 60s. He's a car nut. He always loved cars his whole life. The GT is something that has some meaning to him, and this is his chance to own something that he's probably lusted after for a long time.
Jamal Hameedi, Ford GT program manager: I think you'll see with this car a pretty unique mix of clientele. I think you'll have the people who are into traditional European exotic cars. I think there will be a lot of consumers who would not traditionally buy this kind of a car but will be attracted to the statement of American engineering prowess. People who have plenty of money to buy a six-figure car but they wouldn't necessarily go out and buy a Ferrari. That's not their cup of tea. We talked to a lot of exotic car owners who said, "I'd love to buy an American supercar but they're just not around. There are no American supercars, so we have to go get Ferraris and Porsches. But we are so excited that finally someone is making an American supercar."
Primo Goffi, product and business planning specialist: There are a lot of people who wouldn't give a second look to a European exotic car. An example would be somebody who could have a large collection of American cars, say, a muscle car enthusiast or a collector who may own a Shelby or even an original GT40 from the '60s. A lot of people who obviously have the financial resources to purchase one but would never give a European exotic a second look. A lot of those people are clamoring for this car.
-----
Edmunds.com: What is the primary competitor for the GT?
Tom Reichenbach, vehicle engineering manager: We had only one target vehicle, the 360 Modena. Other cars have popped on the scene since then, but you can't take the team and jump ship to aim at a new target. We keep our eye on them, but I haven't seen anybody who worries me yet. It's still the Modena, but in certain areas we want to surpass the Modena; in other areas we think Ferrari does a fantastic job. They keep finding more horsepower, but they better because we've got them covered.
-----
Edmunds.com: The Japanese have a history of analyzing an existing market segment and then providing a vehicle that does everything as well or better than the existing models for a lower price. Is that what Ford is doing with the GT and the exotic car segment?
Scarpello: I think our GT is a very, very different vehicle from a Ferrari 360. Obviously we bought one, evaluated it, took it apart and put it on the frame twister. I mean, that poor car has been through everything just so we understood where we are relative to them. Not to say that we're going to do it the same way, but you have to understand how the other guys are approaching things. I think people will find they have extremely different characters. The GT will occupy a very unique position in terms of the overall experience it delivers. In this segment, the worst thing you can do is try to copy somebody who's already out there. No one else can out-Ferrari Ferrari. No one else can out-Porsche Porsche. We're Ford, here's our heritage. Here's what we're going to be. And now we'll establish that and let other people come try to knock us off our mountain, but they can't because no one else has the GT40, no one else has that heritage.
Kip Ewing, prototype, packaging and launch supervisor: I think that there is certainly an expectation that Ford represents value, and that's part of the DNA of the car. While I hate to look at it in terms of just transportation and value, we're giving the customer an awful lot in performance, quality and details for the money, and I'm very proud of what we're putting forward. You know, Ferrari has evolved so much in quality of execution and detailing of the package in the 360 compared to the cars they used to produce, and it really forced us to meet that expectation. You know, it's not 1985 anymore where you can get away with a leather-trimmed box with poor ergonomics.
-----
Edmunds.com: You worked on the original Viper development program over 10 years ago. What is the biggest difference between that program and the GT program?
Neil Hannemann, chief program engineer: The lack of CAD [computer aided design]. Literally, starting with the original drawing there was no CAD at all. And it took longer then, too. We had to design, test, redesign, whereas here we're doing design, analyze, build. Also engine — we spun our wheels a little longer on, "Gee, twin-turbo V8? Or maybe just a carryover V8 and make it a $30,000 car?" There was a lot more of that than people realize.
Edmunds.com: The time constraints on this program were a big factor. Was there ever a point in the development process where you wondered if you could really pull it off?
Ewing: I was confident the whole way. I don't know if that was just arrogance speaking or what, but we had such a capable team that knew how to leverage the CAD tools, and everybody was putting in the hours to make it happen. I never did have a moment where I thought we weren't going to make it. I knew it was going to be difficult, but everybody was rising to the challenge.
-----
Edmunds.com: What was the biggest challenge faced by the Ford GT team?
Hannemann: I'll answer by saying timing. Trying to do all of the design in a small amount of time. One of the biggest design challenges was the window. Getting the window to roll down and make it look good. We were into brainstorming and doing out-of-the-box processes. Even Chris Theodore [Ford's vice president of advanced product creation], he'd come in with sketches, he'd wake up at like four in the morning thinking about it. We had all these ideas about how it could move around in different ways and we finally decided, look, let's just make the window roll down. What does it take to just make it go down, and the guys put together a concept that worked.
Ewing: We had to design a car where the outside was developed concurrently with the interior and the mechanical package. It was very much more of an outside-in proposition, so it demanded a lot of very creative engineering solutions to not compromise the occupant package, to not compromise the dynamics of the car and still keep that show car style. There was a lot of creative packaging on all of the components. This car has got about 4 inches more legroom than the show car. That was enabled by going to a forward-facing lower control arm, which pulls the lower control arm out of the driver's [footwell]. Going in we had the advantage of guys on the team who knew the segment and knew sports cars and had driven sports cars like this before. Myself, in a former lifetime of being a sports car mechanic, I knew that I didn't want to have the same problems I had in a BMW M1, Ferrari 308, etc. with a very poor pedal packaging. Knowing the problems we wanted to fix that were typical of the segment, it allowed us to drive the components and the technology to facilitate all the objectives. We wanted to not design in any compromises — we wanted to really be disciplined and fix problems where they were discovered. In this car the pedals are straight ahead and you've got a real dead pedal. The steering wheel is straight ahead of you, properly squared up.
Fred Goodnow, design engineering manager: Basically, we had the show car that was, on the outside, 5 percent feasible at most relative to the mechanics going inside. There was no A/C in it, there was nothing under the skin, it was all cosmetic. Then we had to package all of the components and it's tough, especially up in the dash area. Every square inch of this car is utilized, and it was all developed virtually in CAD. This car stretched the envelope for virtual design. When we put this car together, everything was done — it was fine-tuned. It went together the first time and it works — CAD works.
Edmunds.com: What percentage of the GT comes from existing product?
Goodnow: If I had to guess, I'd have to say maybe 10 percent, but it's stuff that makes sense. We couldn't design a better hinge. We couldn't design a better power window switch. The steering column, which comes from the Focus, is world-class. Richard Parry-Jones personally designed that steering column, and it's world-class. There are certain things you don't redesign, and it saves money and time. A lot of electrical components are obvious. You don't reinvent a PCM to run an engine.
-----
Edmunds.com: Are you happy with the final product?
Ewing: I don't think any creative, disciplined engineer is going to be perfectly satisfied with any results, otherwise we'd quit our jobs and do something else. I still say the best car I've ever designed is the next one. Anybody who is creative is going to look at their work very critically, and even though I look at the work critically, I think that we've got an outstanding car and I think that it's going to be a world beater. People are not going to believe this car has a Ford badge on it. When you look at the performance figures for a car that was designed essentially inside of 10 months, anybody who knows anything about cars is going to appreciate what we've accomplished. I'm very proud of this car. I'm as proud of how the team has worked together as I am about the technical achievement.
Mark McGowan, vehicle dynamics supervisor: We've got the stiffest frame we've ever made in our lives. It's the easiest car to dial in. If you're going out on to the track and you say, "Oh, I like a little more neutral," it's soooo easy to do. You know, when the fundamental design is right, tuning is easy. If the design has got some problems, that's when you spend all your time trying to figure out, "How do I fix it? Where's the problem?"
-----
Edmunds.com: What is special about the Ford GT's interior?
Ewing: I would say all the exposed metal. That's pretty unique in a car. We're actually, honestly bringing the structure of the car into the interior. There are a lot of cars that have tried to do that but it's always been aesthetic only. Typically, you'll get a lot of silver-painted plastic that is styled to look like structure but it's not a load-bearing feature of the car. The interior of the GT has the actual pieces of the space frame as styled elements of the interior. You've got this magnesium center console cover that is actually a stressed member that contributes to the stiffness of the car. The instrument panel is a structural element of the car. The actual frame of the door is body-colored and it's exposed on the interior, and that's pretty unique. It's almost motorcyclelike to see this integration of the structure and design. The grab handle of the door is actually the same piece of extrusion that we have for the A-frame over the engine. To have that as an honest part of the interior is fantastic and it's genuine — it's not phony.
FORD GT WEBSITE - http://www.fordvehicles.com/fordgt/index.asp?bhcp=1
MORE 2005 FORD GT PICTURES - http://www.dieselstation.com/archive/GT40/index.html
car is amazing
LOVE interior
By Karl Brauer
Date Posted 08-21-2003
In the spring of 2004, Ford dealers will begin receiving their allotment of 2005 Ford GTs. The allotment won't be large; in fact, many dealers will never see a GT except in photographs. Less than half will receive one unit for the entire 2005 production run, and a tiny fraction will receive two or more. Total first-year production is slated for between 1,000 and 1,500 units, which explains why most of the 3,500 Ford dealers in the U.S. will never get one in their showroom. Rumor has it that hundreds within Ford Motor Company are among the first in line to buy a GT. Right behind them are the dealership owners, many of whom have been patiently waiting for a car like the GT to fulfill their exotic-car desires — desires that could never be satisfied by a foreign nameplate like Ferrari or Porsche.
There's no denying the new Ford GT is steeped in historic equity. A modern-day interpretation of the GT40 that dominated Le Mans in the mid- to late 1960s, the new GT is supposed to represent not only the best of Ford's past but also the promise of the company's future. Automakers often refer to vehicles like this as "halo" cars. By themselves they can't erase red ink or regain market share, but a halo car can improve a brand's awareness and lead to increased showroom traffic. Mazda's Miata is probably one of the most effective halo cars from the last decade. Ford's own Thunderbird was somewhat less successful on this front. The Thunderbird, introduced in 2002, is slated to go out of production in 2005 after three years of disappointing sales figures.
The Thunderbird's departure will leave the lion's share of Ford's branding and image efforts on the admittedly broad shoulders of its all-new 2005 GT, though the redesigned 2005 Mustang will also lend a hand. As Ford moves forward with its revival plan — a time when the company needs all the brand awareness it can get — the role of the GT goes beyond feature articles in enthusiast publications and flashy appearances in Hollywood productions. The money and manpower expended to bring a production version of the GT to life, a goal achieved in record-setting time, will likely serve as a test bed for future product development.
To understand the justification behind the GT, as well as all that went into creating it, I spent a few days discussing the project with several team members at Ford's SVT headquarters in Dearborn, Mich. I also toured the GT plant and was walked through the process of turning a basic aluminum frame into a final production vehicle.
Why did Ford build the GT?
Tom Scarpello, SVT marketing and sales manager: For a long time, for many, many years, there have been a number of people [within the company] who have wanted to do a high-performance sports car — something real exotic. It was kind of conspicuous by its absence; of all the major automakers worldwide, Ford didn't have a real exotic, purpose-built sports car in its lineup. There have been a number of concepts, projects like the GT90 concept that didn't really make business sense. These concept projects — you do them for image reasons as opposed to financial reasons. You have to ask, "How does this fit with what we're trying to accomplish in the marketplace?" A supercar or an exotic car is pretty much at odds with what the Ford brand stands for.
Consequently, it never really happened. A few years ago another team pulled together and said, "It's time to do a supercar." And we took a different angle this time and decided to draw upon the heritage and the credibility that was established with the GT40 program. And that really was the illumination, because now you had something that made sense for the Ford brand and was credible, that was authentic, that people could relate to. And the fact that you've got this six-figure-priced car in the Ford lineup, well, if it's based on the GT40 heritage, then you can understand it and it makes sense. It fits.
-----
Edmunds.com: Who is the Ford GT buyer?
Scarpello: It's going to be a male in his 50s or 60s. He's a car nut. He always loved cars his whole life. The GT is something that has some meaning to him, and this is his chance to own something that he's probably lusted after for a long time.
Jamal Hameedi, Ford GT program manager: I think you'll see with this car a pretty unique mix of clientele. I think you'll have the people who are into traditional European exotic cars. I think there will be a lot of consumers who would not traditionally buy this kind of a car but will be attracted to the statement of American engineering prowess. People who have plenty of money to buy a six-figure car but they wouldn't necessarily go out and buy a Ferrari. That's not their cup of tea. We talked to a lot of exotic car owners who said, "I'd love to buy an American supercar but they're just not around. There are no American supercars, so we have to go get Ferraris and Porsches. But we are so excited that finally someone is making an American supercar."
Primo Goffi, product and business planning specialist: There are a lot of people who wouldn't give a second look to a European exotic car. An example would be somebody who could have a large collection of American cars, say, a muscle car enthusiast or a collector who may own a Shelby or even an original GT40 from the '60s. A lot of people who obviously have the financial resources to purchase one but would never give a European exotic a second look. A lot of those people are clamoring for this car.
-----
Edmunds.com: What is the primary competitor for the GT?
Tom Reichenbach, vehicle engineering manager: We had only one target vehicle, the 360 Modena. Other cars have popped on the scene since then, but you can't take the team and jump ship to aim at a new target. We keep our eye on them, but I haven't seen anybody who worries me yet. It's still the Modena, but in certain areas we want to surpass the Modena; in other areas we think Ferrari does a fantastic job. They keep finding more horsepower, but they better because we've got them covered.
-----
Edmunds.com: The Japanese have a history of analyzing an existing market segment and then providing a vehicle that does everything as well or better than the existing models for a lower price. Is that what Ford is doing with the GT and the exotic car segment?
Scarpello: I think our GT is a very, very different vehicle from a Ferrari 360. Obviously we bought one, evaluated it, took it apart and put it on the frame twister. I mean, that poor car has been through everything just so we understood where we are relative to them. Not to say that we're going to do it the same way, but you have to understand how the other guys are approaching things. I think people will find they have extremely different characters. The GT will occupy a very unique position in terms of the overall experience it delivers. In this segment, the worst thing you can do is try to copy somebody who's already out there. No one else can out-Ferrari Ferrari. No one else can out-Porsche Porsche. We're Ford, here's our heritage. Here's what we're going to be. And now we'll establish that and let other people come try to knock us off our mountain, but they can't because no one else has the GT40, no one else has that heritage.
Kip Ewing, prototype, packaging and launch supervisor: I think that there is certainly an expectation that Ford represents value, and that's part of the DNA of the car. While I hate to look at it in terms of just transportation and value, we're giving the customer an awful lot in performance, quality and details for the money, and I'm very proud of what we're putting forward. You know, Ferrari has evolved so much in quality of execution and detailing of the package in the 360 compared to the cars they used to produce, and it really forced us to meet that expectation. You know, it's not 1985 anymore where you can get away with a leather-trimmed box with poor ergonomics.
-----
Edmunds.com: You worked on the original Viper development program over 10 years ago. What is the biggest difference between that program and the GT program?
Neil Hannemann, chief program engineer: The lack of CAD [computer aided design]. Literally, starting with the original drawing there was no CAD at all. And it took longer then, too. We had to design, test, redesign, whereas here we're doing design, analyze, build. Also engine — we spun our wheels a little longer on, "Gee, twin-turbo V8? Or maybe just a carryover V8 and make it a $30,000 car?" There was a lot more of that than people realize.
Edmunds.com: The time constraints on this program were a big factor. Was there ever a point in the development process where you wondered if you could really pull it off?
Ewing: I was confident the whole way. I don't know if that was just arrogance speaking or what, but we had such a capable team that knew how to leverage the CAD tools, and everybody was putting in the hours to make it happen. I never did have a moment where I thought we weren't going to make it. I knew it was going to be difficult, but everybody was rising to the challenge.
-----
Edmunds.com: What was the biggest challenge faced by the Ford GT team?
Hannemann: I'll answer by saying timing. Trying to do all of the design in a small amount of time. One of the biggest design challenges was the window. Getting the window to roll down and make it look good. We were into brainstorming and doing out-of-the-box processes. Even Chris Theodore [Ford's vice president of advanced product creation], he'd come in with sketches, he'd wake up at like four in the morning thinking about it. We had all these ideas about how it could move around in different ways and we finally decided, look, let's just make the window roll down. What does it take to just make it go down, and the guys put together a concept that worked.
Ewing: We had to design a car where the outside was developed concurrently with the interior and the mechanical package. It was very much more of an outside-in proposition, so it demanded a lot of very creative engineering solutions to not compromise the occupant package, to not compromise the dynamics of the car and still keep that show car style. There was a lot of creative packaging on all of the components. This car has got about 4 inches more legroom than the show car. That was enabled by going to a forward-facing lower control arm, which pulls the lower control arm out of the driver's [footwell]. Going in we had the advantage of guys on the team who knew the segment and knew sports cars and had driven sports cars like this before. Myself, in a former lifetime of being a sports car mechanic, I knew that I didn't want to have the same problems I had in a BMW M1, Ferrari 308, etc. with a very poor pedal packaging. Knowing the problems we wanted to fix that were typical of the segment, it allowed us to drive the components and the technology to facilitate all the objectives. We wanted to not design in any compromises — we wanted to really be disciplined and fix problems where they were discovered. In this car the pedals are straight ahead and you've got a real dead pedal. The steering wheel is straight ahead of you, properly squared up.
Fred Goodnow, design engineering manager: Basically, we had the show car that was, on the outside, 5 percent feasible at most relative to the mechanics going inside. There was no A/C in it, there was nothing under the skin, it was all cosmetic. Then we had to package all of the components and it's tough, especially up in the dash area. Every square inch of this car is utilized, and it was all developed virtually in CAD. This car stretched the envelope for virtual design. When we put this car together, everything was done — it was fine-tuned. It went together the first time and it works — CAD works.
Edmunds.com: What percentage of the GT comes from existing product?
Goodnow: If I had to guess, I'd have to say maybe 10 percent, but it's stuff that makes sense. We couldn't design a better hinge. We couldn't design a better power window switch. The steering column, which comes from the Focus, is world-class. Richard Parry-Jones personally designed that steering column, and it's world-class. There are certain things you don't redesign, and it saves money and time. A lot of electrical components are obvious. You don't reinvent a PCM to run an engine.
-----
Edmunds.com: Are you happy with the final product?
Ewing: I don't think any creative, disciplined engineer is going to be perfectly satisfied with any results, otherwise we'd quit our jobs and do something else. I still say the best car I've ever designed is the next one. Anybody who is creative is going to look at their work very critically, and even though I look at the work critically, I think that we've got an outstanding car and I think that it's going to be a world beater. People are not going to believe this car has a Ford badge on it. When you look at the performance figures for a car that was designed essentially inside of 10 months, anybody who knows anything about cars is going to appreciate what we've accomplished. I'm very proud of this car. I'm as proud of how the team has worked together as I am about the technical achievement.
Mark McGowan, vehicle dynamics supervisor: We've got the stiffest frame we've ever made in our lives. It's the easiest car to dial in. If you're going out on to the track and you say, "Oh, I like a little more neutral," it's soooo easy to do. You know, when the fundamental design is right, tuning is easy. If the design has got some problems, that's when you spend all your time trying to figure out, "How do I fix it? Where's the problem?"
-----
Edmunds.com: What is special about the Ford GT's interior?
Ewing: I would say all the exposed metal. That's pretty unique in a car. We're actually, honestly bringing the structure of the car into the interior. There are a lot of cars that have tried to do that but it's always been aesthetic only. Typically, you'll get a lot of silver-painted plastic that is styled to look like structure but it's not a load-bearing feature of the car. The interior of the GT has the actual pieces of the space frame as styled elements of the interior. You've got this magnesium center console cover that is actually a stressed member that contributes to the stiffness of the car. The instrument panel is a structural element of the car. The actual frame of the door is body-colored and it's exposed on the interior, and that's pretty unique. It's almost motorcyclelike to see this integration of the structure and design. The grab handle of the door is actually the same piece of extrusion that we have for the A-frame over the engine. To have that as an honest part of the interior is fantastic and it's genuine — it's not phony.
FORD GT WEBSITE - http://www.fordvehicles.com/fordgt/index.asp?bhcp=1
MORE 2005 FORD GT PICTURES - http://www.dieselstation.com/archive/GT40/index.html
car is amazing
LOVE interior
Reppin Stage 7
Prowlin' with a Purpose
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Joined: Nov 2002
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Likes: 0
From: Minnesota
Rep Power: 339 woot.. they based the design on the gt40 which was also limited production.. also the gt90 was a badass concept that wasnt produced... the ford gt is one of the slickest cars ive seen in a while.. its got a touch of the old school with all the new school goodies... :tup;
End Bringer
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From: Fort Fatima, Florida, US
Rep Power: 0 i live in one of the richest town in florida, i KNOW there is going to be at least 1 of them driving around (we do have one of the only 3 slk gtr special edition in the states)
that's an awesome car, i think i am changing my wante dlist!
that's an awesome car, i think i am changing my wante dlist!
Tell me what you don't like about yourself....
Hey! Look At Me!! I'm a Supporting Member!!
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From: Columbia, SC, USA
Rep Power: 414 
Originally posted by hassoomi
WOW......that seat looks uncomfortable. otherwise, it's pretty damn beautiful
WOW......that seat looks uncomfortable. otherwise, it's pretty damn beautiful
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