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Brakes are not an issue with the Kabura. Take a look at the rear brakes here - and the front is even larger.
Unfortunately, show cars and concepts are often show with outsized wheels, tires, and brakes. Nonetheless, if the Kabura were to become a production car - and it very clearly should - perhaps Mazda will see fit to put the appropriate binders on the Kabura.
Will it go into production? It should... and it should be powered by the MazdaSpeed6 turbocharged 2.3 liter engine.
Tools & Links for DrivingEnthusiast.net post number # 1166
Something new for Mazda - an engine compartment that looks halfway decent. One thing I was immediately struck by when I first saw (and drove) the new MX-5 (Miata) was the absolutely lousy engine compartment appearance. Everything was flat black and the engine was covered by a plastic panel. Dull, boring, pedestrian: no hint of the power of the engine (if you can call 170 HP powerful...).
Not so in the Kabura, as shown in this blown-up image. The hood of the Kabura is transparent to show off the engine inside.
Now the question is what the engine specs are here. It's been reported at 190 HP - which from only 2 liters is a Mazda record (and which doesn't hold a candle to the Olympian efforts of Honda). Mazda (aka Ford) doesn't have a naturally aspirated engine even remotely capable of 120 HP/liter (S2000) or even 100 HP/liter (Civic SI). Nissan is going to have the same problem if they put their own new sportscar concept into production (currenly powered by a 154-HP truck engine).
Tools & Links for DrivingEnthusiast.net post number # 1165
DETROIT -- The essence of Mazda's Zoom-Zoom spirit is providing customers with stylish, insightful, spirited products capable of enriching their lives in exciting ways. At this year's North American International Auto Show, Mazda is presenting Kabura, a design concept that ventures beyond the compact sports coupe norm to explore several fresh ideas that could appear in future production models.
To deliver the true Soul of a Sportscar that is the essence of every Mazda, Kabura incorporates the front-engine, rear-drive layout universally admired by driving enthusiasts and long delivered by Mazda's MX-5 and rotary-engined sportscars.
To support youthful lifestyles, Kabura stretches the bounds of interior versatility in radical directions. Replacing the typical 2+2 layout is a clever 3+1 arrangement which establishes a new interior concept giving greater passenger comfort versus a traditional coupe without increasing weight or size. Obliging spur-of-the-moment adventures and shopping sprees, all passenger seats fold flat to make way for snow boards, shopping bags and all the tools of an active life .
While Kabura has the presence of an exotic sports car, it has the practicality and affordability that youth can yearn for and afford.
KABURA: The First Arrow Launched Into Battle
Kabura is a Japanese term taken from KABURA-ya, an arrow that makes a howling sound when fired and was historically used to signal the start of a battle. The first arrow into battle depicts Mazda's spirit of pursuing unique and exciting ventures - such as the rotary engine.
Kabura is not only the first Mazda compact coupe for the 21 st century, it's also the first project guided by Mazda North American Operations (MNAO) Director of Design Franz von Holzhausen, who joined Mazda in February 2005. The 37-year-old von Holzhausen studied industrial design at Syracuse University and graduated from the prestigious Art Center College of Design in Pasadena , Calif.
REINVIGORATING THE AFFORDABLE COUPE
With Kabura, we set out to use innovative design to rekindle the passion for driving, notes von Holzhausen. Our intention is to rouse the segment with some intravenous creativity. While we have no plans at the moment to build a production version of Kabura, it is not a complete flight of fancy. It embodies several innovations Mazda could implement when a compact sports coupe, steeped in Zoom-Zoom, is ready for production.
According to a recent survey performed by a major research organization, Mazda's new-car customers are the second youngest in North America , at only 41 years of age .
Generation-Y buyers are several steps ahead of the latest trends and constantly on the lookout for affordable possessions that satisfy their hunger for stylish, insightful and spirited designs. One of Kabura's roles is exposing a likely future design direction to today's demanding customers.
Power is supplied to Kabura's rear wheels by a 2.0-liter version of Mazda's highly respected MZR DOHC 16-valve engine and through to 245/35R19 Bridgestone Potenza front tires and 245/35R20 tires at the rear. While this concept has been constructed over several MX-5 chassis components, basic dimensions fall between Mazda's MX-5 and RX-8 sportscars.
Were the Kabura design study to achieve production status, it would likely be a stand-alone product rather than an extension of any existing model line.
SPIRITED EXTERIOR
Von Holzhausen describes Kabura's exterior as â nimble-looking fuselage with a powerful stance, pronounced wheel arches and taut surfaces. He adds , "Every line flows into another with no open ends. Surfaces are drawn tight over the wheel arches, the way a spider's web stretches between anchor points."
While Kabura's profile is reminiscent of classic coupes, the windshield and forward portion of the roof are integrated into one seamless glass surface that extends from the cowl to the B-pillar. Admitting extra light enhances the interior's feeling of airy space. Overhead portions of the glass have adjustable tinting so that the driver can twist a knob on bright days to change the roof's opacity, as desired, from clear to completely opaque.
Behind its B-pillar, Kabura has a two-piece glass hatch. The uppermost glass panel normally lies flush. When pivoted-up by an electric motor, the way ailerons rise out of an airplane wing, this panel serves three purposes: it acts as a roof spoiler, it vents air from the interior and it greatly augments the rear passengers headroom. In addition, a photovoltaic solar cell in the panel helps to control ambient temperature as well as recharge the battery. The larger glass hatch panel has side-mounted hinges to provide ready access to Kabura's spacious cargo compartment.
CREATIVE INTERIOR COMPOSITION
While examining the habits and tastes of our youthful customers, we found that the majority have a need to carry one or at most two passengers in comfort, while a very small percentage actually use the fourth seat on limited occasions, von Holzhausen continues, noting the level of research and planning that goes into the creation of a major automaker’s concept vehicle. Clearly, the standard 2+2 compact coupe configuration with restricted rear access and limited seating space doesn't work in this context, so we created a 3+1 layout for Kabura that resolves those shortcomings.
A standard left-side door provides access to the driver's cockpit and the rear jump seat. The right side is a wholly different and purposely asymmetrical arrangement. Removing the glovebox and minimizing the instrument panel allowed designers to shift the front passenger six-inches ahead of the driver’s seating position. In turn, the second passenger, sitting in tandem behind the right-front passenger, enjoys approximately the same leg, shoulder, and headroom.
Developed on the RX-Evolv and RX-01 showcars, Mazda designers invented the rear-hinged freestyle doors to improve the RX-8's rear-seat access. Kabura proves that inspiration can strike twice in pursuit of spirited, stylish design that provides customers more than they ever dreamed possible.
To maintain a sleek roofline while offering rear access that's vastly superior to what’s available in today's compact coupes, von Holzhausen's team designed Kabura with an extra right-side door. After the front door is opened, touching a button slides the bonus door straight back and out of the way.
Instead of swinging on hinges as in the innovative Mazda RX-8, this additional door glides neatly into a cavity notched into the rear-quarter panel area the way a pocket door disappears into a house wall. Kabura may be the first compact coupe where no passenger has to call "shotgun!" to avoid the second-class citizen treatment, von Holzhausen pointed out.
FORM AND FUNCTION MEET THE FUTURE
Building on Kabura's innovative styling and interior packaging, von Holzhausen's team decided that introducing a level of sustainability and recyclability was a critical part of the concept. By partnering with Sustainable Solutions, Inc (SSI), a leader in reengineering post-industrial waste materials into quality consumer products, Mazda shows it has an eye toward the future in everything it does.
Kabura's interior is produced from SSI's innovative regenerated leather substrate. Itself produced from 100-percent post-industrial waste - in this case, much of the waste was material recovered from the manufacturing of Nike brand athletic shoes - SSI's leather-grind is able to be dyed and printed in any color or design and appears in Kabura as a technical yet inviting material.
Mazda North American Operations is responsible for the sales and marketing, customer parts and service support of Mazda vehicles in the United States . Headquartered in Irvine , Calif. , MNAO has more than 700 dealerships nationwide.
Mazda KABURA Specifications
Dimensions
Length
4 050 mm
Width
1 780 mm
Height
1 280 mm
Wheelbase
2550 mm
Seating capacity
4 person
Engine
Type
MZR 2.0 L DOHC 16-Valves
Transmission
Type
6MT
Suspension （ Front/Rear ）
type
Double Wishbone/Multi-Link
Tires
Size
Front : 245/35 R19 Rear: 245/35 R20 Bridgestone Potenza
Tools & Links for DrivingEnthusiast.net post number # 1164
Looks like Road & Track violated the embargo and released a pic of the Camaro Concept a day early. There was also video, which has now been taken down.
Stay tuned for the big announcement a nd full details Monday morning.
Tools & Links for DrivingEnthusiast.net post number # 1163
Bold, American design: Ford Edge stands out in fast-growing CUV market
Performance-plus: Edge’s new 3.5-liter V-6 delivers 250 horsepower and is mated to a 6-speed automatic for performance and fuel efficiency
Innovation: MP3-player jack, console laptop storage, panoramic Vista Roof™ and advanced safety features, including Ford’s industry-leading Advance Trac® with Roll Stability Control® (RSC)
The 2007 Ford Edge defines the crossover utility market with bold, American design and innovation.
DETROIT, Jan. 8, 2006 – Bold, American design distinguishes the 2007 Ford Edge in the red-hot crossover utility vehicle (CUV) market – along with a dynamic driving character and innovative features designed to make it the "crossover of the year."
Equipped with an all-new 250-horsepower V-6 engine and 6-speed automatic transmission, Edge will deliver performance, quietness and fuel efficiency. Ford Edge is expected to achieve fuel economy in the mid twenties in highway driving.
"Edge underscores the bold, American design direction for all Ford vehicles going forward," says Mark Fields, president, The Americas, Ford Motor Company. "Edge also is packed with Ford innovation – from its panoramic glass roof and laptop-friendly center console to fuel-saving engine and advanced safety features. We expect Edge to make waves in the hot crossover market this year just like the Fusion did for midsize cars last year."
The bold three-bar grille of the Edge is inspired by the Ford Fusion and Ford 427 concept.
Since 1995, car-based CUVs have been steadily gaining sales on truckbased SUVs. CUV sales likely will surpass traditional SUVs in 2006.
CUVs are Hot
The CUV is the fastest-growing vehicle segment in the United States, outpacing even the remarkable growth SUVs achieved in the 1990s. CUVs surpassed 2 million U.S. sales in 2005 and are on pace in 2006 to exceed traditional SUV sales for the first time.
Two distinct consumer trends have helped fuel the explosive growth of the CUV segment: car buyers seeking more spacious and flexible interiors along with the security of all-wheel drive, and traditional SUV buyers seeking more maneuverable and fuel-efficient vehicles that still make an active lifestyle possible.
Most crossovers have been designed to closely resemble traditional SUVs. Edge heads to a new, unexplored part of the CUV market with a bold, modern, uniquely American design.
Modern Design with a Dramatic Edge
"Edge is not an off-road adventure vehicle, and it doesn’t look like one," says Peter Horbury, executive director, North America Design. "The inspiration for the Edge is contemporary design and an adventurous state of mind."
Edge’s visual promise of dynamic prowess begins with its bold front end. Its distinctive three-bar chromed grille builds on the great look of the Ford Fusion. An aggressively raked windshield and fast-sloping back window with high-mounted rear spoiler accentuate the feeling of motion. Quad-beam headlamps and a "powerdome" hood accentuate the purposeful front-end look.
Each wheel is planted at an extreme corner, giving Edge a powerful, yet graceful stance. The raised beltline emphasizes strong, sculpted shoulders formed around sharp wheel arches. Matte black lower front and rear fascias and side rocker panels emphasize Edge’s sporty character.
Edge’s modern design flows into the interior, evident in the instrument panel and distinctive center stack. The center stack design incorporates two 9- by 2-inch vertical vents that bracket the audio and climate-control switches. All-leather seating surfaces feature contrasting stitching inspired by the fashion industry and a hit with Fusion customers.
"Edge has an expressive look that evokes a connection with the customer’s lifestyle," Horbury says. "It was important that we design Edge to have maximum flexibility in the amount of gear it can accommodate while still offering customers a contemporary vehicle they can take out on the town."
More than 41 models occupy the CUV segment today, but only three compete in a niche subsegment dominated by foreign competition. The 2007 Ford Edge crossover will be the only domestic product in this sub-segment later this year.
Adaptable, Flexible Design
Edge is designed to fit the customer’s need for style as well as cargo space and adaptability. For example, the large center console uses a removable divider and tray to organize the space both vertically and horizontally for everything from laptop computers and handbags to coins and MP3 players.
An optional concealed plug means that the Edge has four power points, three within the driver’s reach, along with a segment-first MP3 audio jack. Small slots molded into the side of the console keep phone and MP3 cords neat and organized. The console lid has a ticket clip, two pen holders and a tissue holder.
The reconfigurable center console can hold objects as large as a laptop and features a concealed power point and MP3-audio input jack.
Edge also is big on details. A 20-ounce-cup holder is included in each front-door map pocket, along with juice box holders in the rear door pockets, two super-size-cup holders in the center console and two in the rear armrest.
Edge offers comfortable seating for five or can accommodate items up to 8 feet long with the rear seats and front passenger seat folded flat.
Edge comfortably seats five, offering available six-way power, heated, adjustable front seats and best-in-class adult headroom and legroom for the second row. An easy-to-use available folding front-passenger seat creates an extended load floor.
The 60/40 reclining split second row folds to provide a level load floor for carrying equipment in the large cargo area. Edge can transport items as long as 8 feet inside with the front passenger seat folded down. Each rear seat can be folded manually using an industry-first single-hand release or automatically with an available EasyFold™ electro-mechanical remote release accessible from the rear cargo area.
Edge options include Ford’s next-generation DVD-based navigation system and factory-installed Sirius satellite radio. Rear-seat passengers can enjoy the available DVD entertainment system with a drop-down 8-inch screen and two pairs of wireless headphones.
Class-Exclusive Panoramic Vista Roof™
Edge’s class-exclusive Vista Roof™ glass roof brings open-air motoring to the crossover segment.
Edge’s available panoramic Vista Roof™ opens up a whole world of possibilities. The large glass moon roof provides a grand view of the sky above and can open for a sense of freedom that accentuates Edge’s sporting nature.
The tilt-and-slide front roof and fixed rear glass panel of the Vista Roof™ provide panoramic views for front and rear passengers.
The roof features a large 27.3- by 29.4-inch forward panel that offers tilt and slide opening, and a 15.75- by 31.3-inch fixed rear glass panel. A one-touch-open switch provides open-air touring. Close the forward roof, and the enormous skylights allow natural light to flood the cabin, while protecting the cabin from the elements. When preferred, the twin power-operated cloth shades can be closed simultaneously to block glare.
"When you sit in this vehicle and look up and see the sky all around you, you just want to take it out for a drive and chase the horizon," says Horbury.
Engaging Driving Dynamics Set Edge Apart
Edge embodies a unique sense of adventure. "We’ve instilled Edge with balanced, agile and fun-to-drive dynamics," says Derrick Kuzak, group vice president, Product Development. "Getting to wherever you’re going can be part of the fun of the adventure."
Edge’s modern car-based foundation facilitates its excellent driving character. The front suspension features MacPherson struts and an isolated subframe, firmly attached in six locations. To further smooth out the ride, hydro-bushings are used.
The four-link independent rear suspension uses stamped steel control blades for precise suspension tuning. The rear shocks are mounted as far outboard as possible in the vehicle and behind the wheel center to improve ride and handling. Edge comes standard with four-wheel-disc anti-lock brakes.
Edge’s solid foundation and advanced independent rear suspension create an engaging driving experience.
"We tuned Edge to be very responsive, offering drivers a confident ride without compromising the fun-to-drive quotient," says Elaine Bannon, Edge chief vehicle engineer.
Edge’s all-new 3.5-liter V-6 features a strong, lightweight, die-cast aluminum block and lightweight 4-valve-per-cylinder heads for smooth operation at high rpm. A 10.3:1 compression ratio and close-coupled catalysts will help it meet stringent ultra-low emission vehicle (ULEV) II regulations.
The all-new 6-speed automatic transmission uses a wide 6.04:1 gear ratio to deliver good fuel economy and performance. Short first and second gears provide impressive launch and acceleration, while the tall overdrive gears deliver 7 percent better fuel economy than a 4-speed automatic.
Edge’s available intelligent all-wheel-drive (AWD) system was tuned with an emphasis on performance while offering confident all-weather driving. By constantly monitoring and predicting traction, the system delivers torque to all four wheels, even before the wheels begin to slip. An active on-demand coupler can deliver the precise amount of torque to the rear wheels. Paired with available AdvanceTrac® traction control, intelligent AWD can transfer torque front-to-rear and side-to-side.
Safety Begins with Accidents Avoided
Edge customers will find peace of mind in Ford’s comprehensive approach to safety, including available active safety technology and comprehensive passive safety features.
"Edge’s confident handling helps drivers avoid accidents, especially when paired with the industry-exclusive AdvanceTrac® with Roll Stability Control (RSC®)," says Stephen Kozak, Ford Safety chief engineer. "Should an accident occur, Edge features a comprehensive package of passive safety features to help provide enhanced safety performance."
Edge is available with Ford’s AdvanceTrac® with RSC®, the industry’s only electronic stability control system that uses two gyroscopic sensors to monitor both yaw and roll motions. Monitoring both motions allows for yaw-control enhancements, providing class-leading side-slip and roll stability control.
Edge comes standard with dual-stage driver and front-passenger air bags, an energy-absorbing steering wheel and knee bolster for the driver and an energy-absorbing glove box for the passenger. The driver seat uses a seat position sensor while the passenger seat uses an occupant classification sensor – both are equipped with load-limiting safety belts and pretensioners.
Edge offers several layers of side-impact protection, including solid unibody construction with cross-member ladder frame, a reinforced greenhouse, energy-absorbing side door trim, available seat-mounted side air bags and Ford’s Safety Canopy™ system with rollover detection and extended-duration side curtain air bags.
Impressive Interior Quietness
Edge’s well-rounded, modern performance extends to impressive refinement, enhancing the driving experience.
Engineers spent hundreds of hours fine-tuning Edge’s interior ambiance. For example, the side mirrors were specifically designed to reduce wind noise. Even the radio antenna was scrutinized. Engineers took clay modelers into the wind tunnel to fine-tune the mirror design.
By modifying the pitch and height of the spiral by tenths of a millimeter, wind noise was reduced by as much as two decibels.
Ford Aims for CUV Leadership
Edge joins Ford's CUV growth, which outpaced the competition in 2005.
With its unique combination of styling, capability and driving dynamics, Edge is the perfect complement to Ford Motor Company’s expanding CUV lineup. Ford outpaced the competition in CUV growth in 2005 and looks to further energize the CUV market in 2006 with the new Edge and two other crossovers – the Lincoln MKX and Mazda CX-7.
Ford Edge goes on sale in the fourth quarter of 2006. It will be manufactured at Ford’s Oakville Assembly Complex in Ontario, Canada.
POWERTRAIN
EDGE’S ALL-NEW 250-HP V-6, 6-SPEED DELIVER IMPRESSIVE PERFORMANCE AND SUPERIOR FUEL ECONOMY
All-new, refined 250-hp 3.5-liter V-6 with variable cam timing and electronic throttle control delivers engaging performance
Class-exclusive 6-speed automatic provides smooth operation and good fuel economy (expected mid 20s in highway driving)
DETROIT, Jan. 8, 2006 – With an all-new powertrain combination, Ford Edge delivers impressive performance feel. This crossover has near-luxury levels of quietness and refinement and fuel economy numbers associated with smaller vehicles.
Edge performance begins with an all-new 250-horsepower 3.5-liter Duratec 35 V-6 engine mated to a smooth and efficient 6-speed automatic transmission.
"Performance and good fuel economy can go hand-in-hand if you develop the right technologies," says Barb Samardzich, vice president, Powertrain Operations, Ford Motor Company. "That’s why Ford is committed to 6-speed automatic transmissions, electronic throttle, variable cam timing and other advanced powertrain technologies."
Powerful New V-6 Engine Designed to Deliver
Featuring a number of technological innovations, the new Duratec 35 engine delivers 250 hp and 240 pound-feet of torque for acceleration performance. It’s expected to be at or near the top of the medium crossover segment while achieving fuel economy in the mid-20s on the highway.
The engine’s intelligent electronic throttle body uses an accelerator pedal sensor to read and interpret the driver’s intentions. This sets the engine to run at its peak efficiency for both performance and fuel economy.
For improved fuel economy and high-rpm refinement, the engine features a forged-steel fully counterweighted crank shaft with induction-hardened journals, fractured-split, powder metal-forged connecting rods and high-temperature alloy, cast-aluminum pistons with low-friction coating.
The engine’s intake was designed as a system, all the way from the throttle body to the intake valves, to create optimum flow for peak power and to broaden the torque curve.
Computer-aided engineering (CAE) analysis was used to fine-tune the dual plenum manifold to deliver the required airflow rates without the need for intake flaps or butterfly valves in the plenum. This not only results in a broader torque signature, but eliminates the "hiccup" associated with engines equipped with butterfly-valve intakes.
Intake Variable Cam Timing Improves Smoothness and Refinement
The valve train is controlled by dual camshafts and direct-acting mechanical buckets that are more compact and lighter weight than common roller finger followers. The smaller size improves packaging efficiencies and reduces idle vibration.
Intake variable cam timing (i-VCT) optimizes valve timing for a smooth idle and helps the engine produce a broad torque curve. The i-VCT system uses a hydraulically actuated spool valve to control the movement of the cam phaser and can rotate up to 40 degrees, shifting within less than half a second.
Efficient Combustion Plus a Hard-Working Catalyst Equals Ultra-Low Emissions
Careful attention to detail in both the combustion system and exhaust after-treatment has produced an exceptionally clean operating engine. The powertrain team focused on four significant enhancements that aid in delivering an ultra-clean and reliable engine:
The high 10.3:1 compression ratio effectively lowers emissions while improving both power and fuel economy.
Low heat-loss exhaust manifolds and close-coupled catalysts for fast light-off during cold start help minimize cold-start emissions before the catalysts reach operating temperature.
Optimized fuel injector targeting also helps in minimizing cold-start emissions.
Centrally located spark plugs increase the engine’s thermal efficiency.
Edge is expected to be rated for ultra-low emission vehicle (ULEV) II tailpipe emissions in California and receive a U.S. Environmental Protection Agency rating of Tier II/Bin 5 tailpipe and low-emission vehicle (LEV) II evaporative emissions in other states.
Edge comes standard with an all-new, class-exclusive 6-speed transaxle that improves fuel efficiency up to 7 percent in highway driving over 4-speed transmissions while offering better performance and smoother, more precise shifts.
"Ford is taking a leadership position in 6-speed automatic transmissions," says Samardzich. "With the introduction of the Ford Edge, we will have a dozen models with 6-speed automatics in our showrooms, and more on the way."
The 6F uses a wide-ratio 6.04:1 gear span to deliver maximum performance and fuel economy. The low 4.48:1 first gear provides tremendous acceleration at launch while the tall, 0.74:1 overdrive sixth gear provides exceptional fuel economy. Short steps between intermediate gears enhance performance and feel by finding the right gear for the most efficient operating conditions.
6F Design Delivers Impressive NVH
The elimination of noise, vibration and harshness (NVH) was a high priority of the development team. Every area of the transmission was scrutinized to provide smooth, quiet operation.
Powertrain engineers focused on the design of the interface between the engine and transmission to nearly eliminate the bending that occurs under acceleration, resulting in smooth launches and shifts.
Extensive use of CAE modeling on the transmission case built a solid housing for the transmission components. Engineers used analysis to determine exactly where strengthening ribs and wall thickness were needed to minimize radiated noise and vibration.
The three simple planetary gearsets are designed for robustness and use low-pinion pitch line velocities to reduce noise.
All gears are cut using high-precision CNC cutting machines. The transfer and final drive gears are hard-treated, providing a more precise fit, reducing gear whine.
Unlike many transmissions where the gears are "green finished" (heat-treated and then shaped) these "big gears" are CNC-shaped before they are heat-treated. After grinding, the gears are honed or polished to remove "ghost lines" – the microscopic undulations left in the surfaces of the teeth after shaping. The finished gears are then heat-treated. This additional step results in a 50 percent improvement in tolerances and greatly reduces gear-to-gear noise.
The 6F uses clutches for each shift. High-volume transmissions traditionally use bands on lower gears to save money. Bands are notoriously difficult to control, requiring quite a lot of compromises to cover up lurching and sloppy shifts. Clutches, on the other hand, are much more precise in delivering quiet, smooth shifts throughout the ratio span.
Innovative Control Strategy Improves Shift Quality
A single intelligent control module shared by the Duratec 35 and 6F transmission has a learning function that collects data each time the transmission shifts, measures the response and makes corrections to tailor the transmission’s response to the driver.
To ensure the best possible shift quality, each 6F transmission is bench tested at Ford’s Van Dyke (Mich.) Transmission Plant. There, the transmission build quality is verified, detecting even minute variations in the manufacturing process. Unique software programmed into the powertrain control module individually trims and characterizes all solenoids and clutches to compensate for variances that normally would lead to changes in shift feel. This strategy produces smooth, precisely controlled shifts that improve durability and customer satisfaction.
Dingy Tow Compatibility Allows for Ease in Flat Towing
Customers who wish to flat tow their vehicles behind a motor home or camper have been limited to 4x4 vehicles that feature a transfer case with a neutral setting. The 6F features a unique technology that allows for flat towing without adversely affecting the transmission. A gravity-drip tray, mounted on top of the gearsets, collects the lubricant as it’s splashed up on the transmission. As the vehicle is being towed, lubricant drips slowly from the tray onto the gearsets, continuing to lubricate the transmission.
"It’s an elegant innovation," says Ram Krishnaswami, manager, 6F transmission. "It is a very simple piece of technology that works remarkably well."
TECHNICAL SPECIFICATIONS
V-6
BODY
Construction
Unibody
Final Assembly Location
Oakville, Ontario
POWERTRAIN AND CHASSIS
ENGINE
Type
3.5L DOHC 24-valve V6
Manufacturing Location
Lima Engine Plant, Ohio
Configuration
60 degree V6, aluminum block and heads
Intake Manifold
Composite, split plenum
Exhaust Manifold
Cast Iron
Crankshaft
Forged steel
Redline
6700 RPM
Idle Speed in Drive
620 RPM (640 with trailer tow package)
Throttle Body
65mm, electronic
Valvetrain
DAMB, 4 valves per cylinder, intake variable camshaft timing
Valve Diameter
Intake: 37mm; Exhaust: 31mm
Pistons
High temperature cast aluminum alloy with low-friction coated skirts, low tension rings
Connecting Rods
Cracked powder metal
Ignition
Pencil Coil
Bore x stroke
3.6 x 3.4 in/ 92.5 x 86.7 mm
Displacement
213 cu in/ 3.496 cc
Compression ratio
10.3:1
Horsepower
250 @ 6250
Horsepower per liter
71.5
Torque
240 lb-ft @ 4500
Recommended fuel
87 Octane
Fuel capacity
20 gallons
Fuel Injection
Sequential multi-port fuel injection
Emission Control
Closed loop with catalyst
Emissions (tailpipe/evaporation)
Federal standards
Fed: Tier 2/Bin5, LEV II
California standards
Calif: ULEV II
Oil Capacity
5.5 quarts, with filter
Recommended Oil
GF4, 5W-20
DRIVETRAIN
Layout
FWD (Optional AWD)
TRANSMISSION
Standard
6-Speed Automatic
Gear Ratios
1st
4.484
2nd
2.872
3rd
1.842
4th
1.414
5th
1.000
6th
0.742
REV
-2.882
Final Drive
FWD: 2.77; AWD: 3.16
SUSPENSION
Front
Macpherson strut and L-shaped lower control arm with isolated subframe and stabilizer bar
Rear
Independent suspension with trailing blade, integrated knuckle and lateral links, isolated subframe and stabilizer bar
STEERING
Type
Power rack and pinion
Steering column
Tilt-telescope
Ratio
17.5:1
Turns lock-to-lock
3.15
Turning circle curb-to-curb
11.5 m (37.7 ft)
BRAKES
Type
4-wheel ABS (4 channel); Optional AdvanceTrac® with Roll Stability Control (RSC®)
Front
Disc
Swept area
FWD (63.5 in2) AWD (66.8 in2)
Rear
Disc
Swept area
51.3 in2
Power assist
Yes
TIRES AND WHEELS
P235/65R17 all-season BSW on 17x7-in. steel with cover (SE)
P235/65R17 all-season BSW on 17x7.5-in. painted aluminum (SEL, optional SE)
P245/60R18 all-season BSW on 18x7.5-in. painted aluminum or aluminum with chrome (optional SEL)
Recommended tire pressure (front/rear)
35 psi
DIMENSIONS (inches unless otherwise noted) (All dimensions are Preliminary)
EXTERIOR
Wheelbase
111.2
Overall length
185.7 (SE); 186.5 (SEL)
Overall width
75.8
Overall height
67.0 (w/o roofrack); 68.7 (w/roofrack)
Track width, front/rear
65.2/64.9
Ground clearance
8.0
Approach angle
16 deg
Departure angle
22 deg
Ramp breakover angle
14 deg
Cargo Volume behind front row
68.7 cu ft
Cargo Volume behind second row
32.0 cu ft
INTERIOR
Seating capacity
5 passenger
Headroom
Front row
40.0 (w/o moonroof); 37.8 (w/moonroof)
Second row
39.3 (w/o moonroof); 38.6 (w/moonroof)
Legroom
Front row
40.7
Second row
38.1
Shoulder room
Front row
58.9
Second row
58.8
Hip room
Front row
54.8
Second row
56.1
WEIGHTS AND CAPACITIES (pounds unless otherwise noted)
Maximum towing capacity (when properly equipped)
Class II (3500 lbs)
Maximum payload (when properly equipped)
FWD
SE: 1011; SEL: 1023
Base curb weight
SE
4098
SEL
4086
Weight distribution (f/r)
60/40
MAJOR STANDARD EQUIPMENT
SE Model
Anti-lock brakes, spoiler, remote keyless entry, manual fold power mirrors, cloth bucket seats, 2nd row 60/40 split-fold-flat bench seats with center head restraint, 3-point belts in all positions, front row height adjustable seat belts, BeltMinder® (front row), Personal Safety System™, child safety locks, LATCH, front and rear floormats, front console, manual air conditioning, power windows with one-touch down driver, power locks, speed control, premium AM/FM/Single CD/MP3 capable audio system and 4 speakers
SEL adds
Fog lamps, 6-way power driver seat, overhead console, premium CDx6 with 9 speakers, steering wheel audio controls, unique Interior treatments, message center/compass, chrome exhaust tips, dual illuminated visors
OPTIONS
Interior
Side air bags, Safety Canopy™, auto-dimming rearview mirror, premium CDx6, audio jack in center console, SIRIUS Satellite radio
SEL only options: Leather seats, 6-way power passenger seat, passenger seat fold flat, heated seats, memory driver seat, remote release on 2nd row fold-flat seats, dual electronic automatic temperature control with air filter, manual fold power heated side mirrors with puddle lamps and memory, audiophile sound, DVD entertainment system, navigation system, redundant climate controls on steering wheel
Exterior
AWD, AdvanceTrac® with Roll Stability Control™, Class II trailer tow package, automatic headlamps, roof side rails, 17" painted aluminum wheels, keyless entry pad
SEL only Options: Panoramic Vista Roof™, Reverse Sensing System, 18" chrome clad or painted aluminum wheels
Performance Inspiration: Carroll Shelby and Ford Special Vehicle Team join forces to create a modern successor to the famous Shelby GT500 of the late 1960s
Performance Design: Mustang heritage with aggressive muscular front-end design, Le Mans racing stripes, unmistakable "Cobra" logo and Shelby nameplate
The Ford Shelby GT500 seamlessly combines the modern Mustang muscle car with the classic Shelby performance cues, such as the famous Shelby Cobra logo.
DETROIT, Jan. 8, 2006 – What happens when a legend from Texas reunites with a legend from Dearborn? The most powerful Mustang ever.
After 40 years, racing legend Carroll Shelby and the Ford Mustang are back together with the introduction of the 2007 Ford Shelby GT500.
Performance legend Carroll Shelby first put the muscle in the pony car.
The collaboration between Shelby and Ford's Special Vehicle Team (SVT) is yielding an instant collector's Mustang that builds 475 horsepower in its 5.4-liter supercharged V-8.
A modern interpretation of the Shelby Mustang of the 1960s, the Ford Shelby GT500 uses advanced engineering to attain the performance that made the original GT500 the king of the road.
True to the original GT500, it will be available both as a coupe and as a convertible when it goes on sale in the summer of 2006.
"When Carroll was developing the original GT350 and GT500, he wanted to build the most powerful, most capable Mustangs of his day," says Hau Thai-Tang, director, Advanced Product Creation and Special Vehicle Team. "Our goal was to build the most powerful, most capable Mustang ever."
Serving as touchstone and inspirational leader for both the concept and the production versions, Shelby was impressed by what the team has accomplished.
The rear spoiler of the Ford Shelby GT500 echoes that of the classic GT500, while the rear air diffuser is inspired by the modern Ford GT.
"It's one thing to put 450 horsepower in an exotic supercar," says Shelby. "It's another to put that much power in something as affordable as a Mustang. The fact that they not only met their goal but pushed on to 475 horsepower is a remarkable achievement."
Shelby knows something about creating modern supercars. He served as a senior adviser on the team that developed and built the 550-horsepower Ford GT.
Power Play
As expected of anything with Shelby's name on it, the heart of the car is what's under the hood. The Ford Shelby GT500's supercharged 5.4-liter, 32-valve V-8 evolves from Ford's experience with tuning its modular, or MOD, engines. Output is a brawny 475 horsepower.
The engine is force-fed an air-and-fuel mixture via a "Roots-type" supercharger providing 8.5 pounds per square inch of boost. The GT500 uses a cast-iron engine block. It borrows from the Ford GT program aluminum, four-valve cylinder heads, piston rings and bearings, adding a high level of performance durability to the drivetrain. "Powered by SVT" camshaft covers add the finishing touch to the engine.
Helping put the power to the pavement is a 6-speed manual gearbox. For the performance driver, its evenly spaced gears mean less "stirring" is needed to find the "sweet spot." This gives a rewarding experience throughout the engine's broad torque curve. The heavy-duty transmission has proven itself a willing companion to Mustangs in both road and track environments, including recent road-going Mustang Cobras and the new race-winning Mustang FR500C.
Power Requires Control
The Ford Shelby GT500 continues a legacy of all-around performance that made the original a world-class racer on tracks and road courses around the world.
The Ford Shelby GT500 starts with the solid Mustang underpinnings. The all-new Mustang was designed from the beginning with performance derivatives in mind, providing an exceptionally rigid, well-engineered starting point for GT500 chassis engineers.
SVT engineers retuned and upgraded key chassis components. Improvements such as revised shocks, spring rates and upgraded stabilizer bars help the Ford Shelby GT500 stop and turn with the same authority as it goes.
The Ford Shelby GT500 features a MacPherson strut independent front suspension with Reverse L lower control arms, and a solid-axle, three-link rear suspension with coil springs and a Panhard rod for precise control of the rear axle.
This rear suspension design has been validated on the track by Ford Racing. The Ford Racing Mustang FR500C was purpose-built from the base 2005 Mustang body structure and suspension geometry to run in the Grand-Am Cup series, a class of road racing for production-based cars.
Competing against the best from Germany and Japan, a Mustang FR500C won its first race in the season opener at Daytona International Speedway in February 2005. It went on to dominate the season and clinch the championship.
"SVT and Ford Racing will be working closer than ever as we go forward on future projects, especially Mustangs," says Thai-Tang, a Ford Racing alumnus who served as the race engineer for the Newman-Haas Racing team in 1993.
To match this power and handling ability, engineers fitted some of the biggest brakes in the business to the Ford Shelby GT500. Four-piston Brembo calipers are fitted to 14-inch Brembo vented rotors up front, and 11.8-inch vented discs in the rear continue SVT's legacy of great-braking Mustangs. Secure footing is provided by 255/45ZR high-performance tires in front and 285/40ZR high-performance tires in back. Wheels are 18 inches by 9.5 inches.
The Snake is Back
One glance shows this is not the typical Mustang Cobra. A sinister-looking front-end design includes wide upper and lower fascia openings with a functional air splitter. The upper intake sports the famous Cobra logo floating off-center in place of a centered galloping pony found on other Mustangs. On either side, slanting headlamp openings add to the dramatic front appearance.
The "GT500" script emblazoned on the gas cap emblem is joined by an updated version of Shelby's classic Cobra logo that is repeated on the grille and the headrest.
The bulging hood has heat extractors protruding near the leading edge, combining to provide improved airflow and aerodynamics. As air passes over the hood, hot air from the engine compartment is drawn out through ducts attached to the hood extractors.
"The restrained, performance-oriented SVT design theme has become instantly recognizable to enthusiasts without brash styling cues," says Doug Gaffka, design director, Ford SVT vehicles. "The GT500 takes a huge leap forward by combining the modern Mustang muscle car with the classic Shelby performance look."
The 2005 Mustang design team drew inspiration from classic 1968 Mustangs, the models that transformed the mild-mannered pony car into a muscle car with attitude. Envisioning a high-performance model, the team tested GT500 design cues on the Mustang GT coupe concept that was unveiled at the 2003 North American International Auto Show.
In 2004, designers further developed the GT500 look on the Mustang GT-R, a race-bred concept with the dual purpose of foreshadowing SVT's Mustang design direction and Ford Racing's plans to return Mustang to road racing. The Ford Shelby GT500 Cobra concept coupe capped the design conceptualization effort.
The production Ford Shelby GT500 Coupe now comes into full light, punctuated by the classic Le Mans-style white stripes that race along the top from nose to tail. The stripes recall the Shelby Mustangs that marked another important 1960s Mustang transition when Ford put it on the track to becoming a racing legend. The GT500 nomenclature is prominent in the lower bodyside racing stripe, another cue from the classic Shelby Mustangs.
In a touch also borrowed from the GT500's past, no Le Mans stripes will be seen on the 2007 Ford Shelby GT500 Convertible. However, the convertible will sport a cloth top similar to those found on pricier convertibles.
"There were no Le Mans stripes on Shelby's original GT500 Convertible, so we decided to pay homage by not offering them on the 2007 Ford Shelby GT500," says Gaffka. "We also went with a cloth top material as another measure of substance and authenticity. The fabric used is the same used on the 2002-03 SVT Mustang Cobra, the Thunderbird, Jaguar and Ford's other high-end convertibles."
The unique rear fascia features lower strakes inspired by the Ford GT's integrated rear airflow diffuser, and a rear spoiler reminiscent of a classic GT500. To mark the collaboration of two Mustang performance icons, the GT500 features Shelby and SVT badging.
The fenders each feature an updated design of the Cobra. The front grille features an off-center snake in place of the standard running horse. "GT500" is emblazoned inside the side rocker stripes, and the name SHELBY is prominently written across the rear deck. The SVT logo can be seen on the wheel center caps, a signature SVT location, as well as on the doorsill plates. To top it off, the medallion between the taillights reads "Shelby GT500" centered on the Cobra image.
Cockpit Upgrades
The Ford Shelby GT500 convertible builds on four decades of open-air heritage; the first Mustang was a drop top. More than 1 million convertibles have been sold since 1964.
Inside, too, upgraded levels of flair and function abound. The locations of the speedometer and the tachometer are swapped to provide performance-oriented drivers with a better view of shift points while changing gears. Front seats have received additional lateral support to help keep the driver optimally positioned during cornering. The interior is offered in a choice of two colors, Charcoal Black or Charcoal Black and Crimson Red. The charcoal/red offering features Crimson Red seating surfaces and door panel inserts. Seating surfaces are leather with both interior treatments. Snake logos embossed in the seat backs finish the package.
The Shelby GT500 script and Cobra image are repeated on the steering wheel cap. Behind the wheel, the gauges wear light faces in keeping with SVT tradition. The chromed accessories inside the cabin have been replaced with a satin aluminum finish, including the aluminum shift lever knob that is nicely positioned for quick, positive shifts.
SVT and Shelby: The Legends Grow
With the look and legend one would expect from Shelby and the kind of power and performance enthusiasts have come to expect from SVT, the GT500 points to a brand-new era in Ford's performance future.
Shelby first put his name on a Mustang back in 1964 when he was asked to inject some high performance into the brand-new pony car. The result was the GT-350R, a lightweight, handling-focused race car that earned Mustang its first performance credentials. Subsequent Shelby Mustangs included a street version of the race car, the GT-350, and what was known as the "rent-a-racer" Mustang, the GT-350H, a joint project with the Hertz rental car corporation.
The Ford Shelby GT500 features Le Mans-style white racing stripes from nose to tail, inspired by those featured on classic Ford Shelby Mustangs."
The ultimate Shelby Mustang of the era was the GT-500KR, or "King of the Road." Powered by a big block 428-cubic-inch Cobra Jet" V-8, the GT-500 was one of the most powerful, and memorable, muscle cars of that period. Shelby Mustang production ceased in 1970 with a total volume of 14,559 units.
The Ford Special Vehicle Team brought high performance back to Mustang in 1993. After 12 years, with nearly 80,000 high-performance Mustangs on the streets and total SVT vehicle production nearing 145,000, SVT is primed for growth with the GT500 serving as the foundation for other performance Mustang projects.
By bringing together Shelby and Ford SVT, the company's commitment to performance becomes as powerful as at any time in its history – including the famed "Total Performance" days of the 1960s. From the Ford GT supercar, the GT500, to a rejuvenated Ford Racing Performance Parts program, performance and racing can drive innovation and add luster to Ford's proud brand heritage.
"SVT will remain the leader in performance vehicle engineering," says Thai-Tang. "It will continue to build new, innovative products using advanced processes that will not only provide great enjoyment to the dedicated driving enthusiast, but that also will provide great benefit to other Ford products and Ford Motor Company itself."
The Ford Shelby GT500 will be built at the Ford-Mazda joint venture, AutoAlliance International, in Flat Rock, Mich.
TECHNICAL SPECIFICATIONS
BODY
Construction
Unitized welded steel body, aluminum hood
POWERTRAIN AND CHASSIS
ENGINE
Type
V-8
Manufacturing location
Romeo, Michigan
Configuration
Iron Block and Aluminum Heads
Intake manifold
Cast-aluminum with Roots-type supercharger and air-to-water intercooler
Exhaust manifold
Cast iron
Crankshaft
Forged steel
Throttle Body
Dual 60 mm, electronic
Valvetrain
DOHC, 4 valves per cylinder
Valve diameter
Intake: 37.0 mm; Exhaust: 32.0 mm
Pistons
Forged aluminum
Connecting Rods
Cracked forged steel I-beams
Ignition
Coil-on-plug
Bore x stroke
3.552 x 4.165 in. / 90.22 x 105.8 mm
Displacement
330 cu. in. / 5,409 cc
Horsepower
475 (estimated)
Torque
475 lb.-ft. (estimated)
Compression ratio
8.4:1
Redline
6,250 rpm
Idle Speed in Neutral
750 rpm
Engine control system
Silver Oak PCM
Recommended fuel
Premium only
Fuel capacity
16.0 gallons
Fuel Injection
Electronic returnless sequential
Oil capacity
6.0 quarts 5W-50 Full Synthetic
Coolant capacity
21 quarts
DRIVETRAIN
Layout
Rear-wheel drive
TRANSMISSION
Standard (Type)
Tremec TR6060 6-speed manual
Gear Ratios
1st
2.97
2nd
1.78
3rd
1.3
4th
1.0
5th
0.80
6th
0.63
Final Drive
3.31
SUSPENSION
Front
Reverse-L independent MacPherson strut, 34-mm tubular stabilizer bar
Rear
Three-link solid axle with coil springs, Panhard rod, 24-mm solid stabilizer bar
STEERING
Type
Rack and pinion with power assist
Ratio
15.7:1
Steering column
Tilt
BRAKES
Type
Four wheel power disc with 4-channel anti-lock braking system (ABS), electronic brake force distribution (EBD) and traction control
18 x 9.5-in machined aluminum wheels with SVT center caps
DIMENSIONS (inches unless otherwise noted) (All dimensions are Preliminary)
EXTERIOR
Wheelbase
107.1 in.
Overall length
187.6 in.
Overall width
73.9 in.
Overall height
54.5 in., Coupe; 55.7 in., Convertible
Track width, front/rear
61.9 in. / 62.5 in.
Ground clearance
5.71 in.
INTERIOR
Seating capacity
4 passenger
Headroom
Front row
38.6 in., Coupe; 38.8 in., Convertible
Second row
35.0 in., Coupe; 36.3 in., Convertible
Legroom
Front row
42.7 in., Coupe; 42.7 in., Convertible
Second row
31.0 in., Coupe; 30.3 in., Convertible
Shoulder room
Front row
55.4 in., Coupe; 55.4 in., Convertible
Second row
53.3 in., Coupe; 45.0 in., Convertible
Hip room
Front row
53.6 in., Coupe; 53.6 in., Convertible
Second row
46.7 in., Coupe; 45.4 in., Convertible
Cargo Volume
12.3 cu. ft., Coupe; 9.7 cu. ft., Convertible
WEIGHTS AND CAPACITIES (pounds unless otherwise noted)
Curb weight, pounds
Coupe
~3,920 pounds
Convertible
~4,040 pounds
Weight distribution (f/r)
57/43
SAFETY
Safety belts
Load-limiting seat belts with pretensioners and height-adjustable shoulder belts for front seating positions (coupe) Three-point safety belts for all seating positions BeltMinder™ safety-belt reminder chime
Air bags
Dual-stage driver and front-passenger air bags with crash-severity sensor, driver-seat-position sensor and front-passenger weight sensor Seat-deployed side air bags for driver and front passenger
Child safety
Childproof rear door locks LATCH anchors for rear outboard seats
Brakes
Anti-lock braking system (ABS) Traction-control system
Fuel
Inertia-activated shutoff switch for fuel pump
Security
SecuriLock™ passive anti-theft system Remote keyless entry Separate alarm sounder Anti-tow sensor Ultrasonic interior motion sensor Perimeter anti-theft battery
MAJOR STANDARD EQUIPMENT
Audio system
Shaker 500: AM/FM stereo with six-disc CD/MP3 player with eight speakers
EXTERIOR
Badging
Unique GT500
Top
Black cloth (Convertible only)
Exhaust
Tuned dual stainless steel
Fascia
Unique GT500 color-keyed front and rear
Fog lamps
Front
Grille
Unique upper with Cobra emblem
Hood
Unique with heat extractors
Locking
Remote keyless entry
Spoiler
Unique color-keyed decklid spoiler
Trim
Over-the-top "LeMans" stripes and "GT500" side stripes (Coupe) "GT500" side stripes (Convertible)
Trunk
“Fix a Flat” tire repair kit
INTERIOR
Air conditioning
Manual
Console
Center with full armrest and storage
Cupholders
2
Door trim inserts
Soft vinyl
Floor mats
Front, color-keyed with driver-side retention hook
Instrument cluster
Includes boost gauge and message center, SVT graphics
Map pockets
Front doors
Power points
2
Scuff plates
Door sills, with bright SVT script insert
Seats
Leather sport buckets; 6-way power adjustable driver seat with power lumbar and 2-way adjustable head restraint
Shift knob
Unique with leather shift boot and parking brake handle
Steering wheel
Leather-wrapped with unique thumb pads, adjustable for tilt
Wrapped and stitched instrument panel brow and center condole with upgraded door armrest, electrochromic rearview mirror and aluminum pedal covers
EXTERIOR/INTERIOR COLORS
EXTERIOR
Paint/stripe colors
Torch Red Clearcoat with Performance White or Satin Silver stripes Alloy Clearcoat Metallic with Satin Silver or Tungsten stripes Vista Blue Clearcoat with Performance White or Tungsten stripes Performance White Clearcoat with Vista Blue or Tungsten stripes Tungsten Grey Clearcoat with Satin Silver stripes Valencia Yellow Clearcoat with Tungsten stripes Ebony Clearcoat with Performance White or Tungsten stripes
Convertible top
Black cloth
INTERIOR
Charcoal Black/Charcoal Black Charcoal Black/Crimson Red
With 475 hp, the 2007 Shelby GT500 is the most powerful factory-built Mustang ever – and the most efficient
5.4-liter V-8 features 32 valves, supercharger and water-to-air intercooler
Aluminum heads sourced from Ford GT deliver optimum air flow
6-speed manual transmission provides gearing for performance driving
DETROIT, Jan 8, 2006 – Just as the big-block GT500 from 1968 was a step up from the GT350, the 2007 Ford Shelby GT500’s 475 horsepower, 5.4-liter V-8 is a step up from the 4.6-liter V-8 used in yesterday’s SVT Mustang Cobra.
Not coincidentally, the 2007 Shelby GT500 sports the largest displacement engine installed in a volume version of the Mustang since 1973.
The 1995 SVT Mustang Cobra R used a 5.8-liter 300 horsepower overhead valve V-8, and 250 units were produced. The 2000 SVT Mustang Cobra R used a 385 horsepower 5.4-liter dual overhead cam V-8, and a limited run of 300 cars were produced.
While the big block, overhead cams and four valves per cylinder contribute significantly to the 475-horsepower output of the 2007 Shelby GT500’s 5.4-liter V-8, a Roots-type supercharger and intercooler are the icing on the cake. In fact, the configuration is similar to the Ford GT supercar, offering the right combination of classic Ford big-block power and modern technology. Using the Ford GT as a blueprint, SVT has given the GT500 more total horsepower than any factory Mustang in the car’s celebrated history.
"The Shelby GT500 delivers on the essence of two great names in Ford performance – a mix of SVT’s modern-day experience with supercharging and the Shelby GT500’s heritage of big-block power," says Jay O’Connell, SVT chief vehicle engineer.
Full certification testing is not yet complete. However, Hau Thai-Tang, director, Advanced Product Creation and Special Vehicle Team, says achieving 475 horsepower is no problem. "We have great confidence that the 2007 Shelby GT500 will produce at least 475 horsepower -- perhaps more. And that would be right in line with the original GT500 experience. It, too, under promised and over delivered."
Supercharged 475-Horsepower
With the stout cast-iron, 5.4-liter Triton V-8 engine as a starting point, the Shelby GT500 adds a Roots-type 8.5-pounds-per-square-inch Eaton supercharger and water-to-air intercooler producing 475-horsepower.
"A screw-type supercharger that we use in the Ford GT gives you a little more top end, and the Roots type is a little fatter in the midrange," says O’Connell. Given that the GT500 will be used as a daily driver far more than the Ford GT is, it’s the ideal choice."
Adding forced-induction power is more than just a bolt-on proposition. The engine’s internals need upgrading for the sake of strength and durability. To that end, the Shelby GT500’s powerplant benefits from unique connecting rods and forged pistons to handle the extra strain on the lower end of the block.
"The entire induction system is unique," says O’Connell. "That includes the intake, intercooler, fuel supply – everything."
The all-new intake manifold helps to channel the supercharged fuel-air mixture into the cylinders. The low-profile manifold design also effectively packages the entire induction system under the GT500’s special air-extractor hood. Fuel comes from a dual-bore electronic throttle body borrowed from Ford’s 6.8-liter V-10 truck engine program.
Beating the Heat
To manage heat produced by 475 horses, engineers devised a set of GT500 specific features, including an air-extractor hood, a high-capacity aluminum radiator, an intercooler mounted below the blower, a loop-style power-steering cooler and an oil-to-water stacked-dish engine oil cooler.
4-Valve Heads from Ford GT
While supercharging is a key element in the Shelby GT500’s ability to generate so much horsepower, another major contributing component is the design of cast-aluminum, four-valve cylinder heads sourced from the Ford GT supercar.
Machining changes are incorporated into the outside ends of the heads and to the left rear cam cap to fit the engine into the Mustang chassis.
Developed specifically for supercharged applications, these high-performance heads use high-flow ports and specially calibrated dual-overhead camshafts to deliver optimum engine "breathing" along with surprisingly good fuel efficiency and emissions.
The cams and valvetrain are specific to the Shelby GT500. The cam drive system is unique and designed to fit into the Mustang engine compartment, which is narrower than the Ford GT’s. The oil pan and windage tray are the wet-sump setup from the Mustang GT. The Ford GT uses a dry-sump arrangement.
Powered by SVT
To enthusiasts, the real beauty of any performance car rests with its engine. That idea certainly wasn’t lost on Carroll Shelby because Mustangs that bore his name have traditionally brought his unique sense of style and personality directly into the engine compartment. One Shelby signature feature – special finned-valve covers embossed with "COBRA Powered By Ford" – soon became the envy of so many Ford V-8 owners.
The GT500 is equipped with special "Powered by SVT" finned-cam covers to hint at the beauty of all those horses lurking in the engine below. Mated to the Ford GT 4-valve cylinder heads are unique exhaust manifolds that help to better scavenge spent gases out of the cylinders and into the custom-tuned mufflers and dual-exhaust system.
And the aggressive exhaust note, which is unobtrusive in everyday driving situations, was truly custom tuned.
"More than 40 different muffler tunings were tested, measured and evaluated to come up with the right sound," says William Woebkenberg, an engineer with SVT.
A special device called a "tuned exhaust crossover" was incorporated to create the special sound. Unlike the H-pipe design used by the Mustang GT, the Shelby GT500 uses an X-shape stamping to create the desired sound and increase power output through dynamic scavenging.
6-Speed Gearbox
The gearbox used by the 2007 Shelby GT500 also is a rarity. Few transmissions exist in the marketplace today that can handle the torque loads generated by the supercharged GT500, so engineers are opting to stick with the proven heavy-duty performance of the TR6060 6-speed manual gearbox.
The GT500 employs an upgraded version of the T-56, which first appeared in the 2000 SVT Mustang Cobra R, powered by a naturally aspirated 5.4-liter V-8 with 385 horsepower, and later in the supercharged 2003 SVT Mustang Cobra whose DOHC 4.6-liter produced 390 horses. For the Shelby GT500, the six-speed manual will be geared to make the most of the supercharged 5.4-liter’s broad power band.
Yes, Efficiency
"One of SVT’s goals in creating a vehicle is to deliver a balance of performance – acceleration, cornering, braking," says director Thai-Tang.
Another goal is to develop products and processes that can be applied not just to high-performance products, but also to other vehicles and in other parts of the company.
Then and Now
Performance cars have evolved dramatically since their heyday in the 1960s. In terms of safety, efficiency and refinement, today’s street machines totally outperform their elder muscle car colleagues in nearly all categories. Yet the story is seldom told about the tremendous gains made in reducing emissions while increasing overall power output.
The fact is, the GT500 is easily twice as powerful as the hottest V-8 package offered when Mustang was first introduced – yet still produces from 100 to 300 times fewer emissions. Additionally, today’s modern "MOD" V-8 powertrain enjoys a nearly 60-percent increase in average fuel economy compared to corresponding Ford products produced 30 years ago.
Back in the so-called Muscle Car era, driving a street beast with more than 400 horsepower was a dicey proposition. When dual carburetors, progressive linkage and dual-point ignitions were part of the equation, performance came with a price – drivability. Running too lean or too rich – or with the timing or spark out of adjustment could mean it would misfire or "carbon up" – sometimes with thick, black smoke coming from the tailpipe. Worse yet was fuel economy, with most of the big, high-powered V-8s at the time netting anywhere from six to 10 miles per gallon in typical driving.
Ford’s "MOD" V-8 family of engines makes more power than any Ford motors of the past, yet tops 20 mpg on the highway and meet the government’s LEV-II tailpipe emissions standards.
Multi-valve Engine Technology
Modern, race-derived technology provides an interesting power comparison: The GT500 with a 5.4-liter, DOHC, supercharged V-8 produces better than 100 horsepower more with nearly 100 fewer cubic inches. Compare that with the 1967 Shelby GT500’s 355-horsepower, 428-cubic-inch-displacement, big-block V-8.
The GT500 uses cylinder heads with four valves per cylinder and double overhead cams for optimum engine "breathing." Using multiple valves per cylinder provides the engine with a more efficient airflow, generating higher peak horsepower. As an additional benefit, multi-valve engines better utilize the air-and-fuel mixture in the cylinders with less waste and unburned fuel vapor. Also, multi-valve engines are better suited to help scavenge exhaust gases out of the cylinder after combustion is complete for more power with cleaner tailpipe emissions.
In addition, supercharging produces the peak horsepower of a much larger-displacement, naturally aspirated engine. Yet, at lower throttle applications, the smaller displacement enabled by supercharging consumes less fuel, resulting in increased fuel economy and lower emissions.
As a result, the 2007 Shelby GT500 is designed not only to be the most powerful Mustang from the factory – but also one of the cleanest.
CHASSIS
2007 SHELBY GT500: MUSCLE WITH AGILITY
The most powerful Mustang ever also delivers race-winning handling
Staggered tire sizes help get all the power to the ground
Brake system boasts Brembo 14-inch front vented discs with four-piston calipers
Stiffer front and rear stabilizer bars provide for neutral handling
Steering upgrades result in increased feel and precision
SVT engineers tested the 2007 Shelby GT500 at racetracks across the United States to design a car worthy of Carroll Shelby's name.
DETROIT, Jan. 8, 2005 – A major goal set for the Shelby GT500 was to raise the handling to a new level. An easy road to success would have been to simply let Ford Special Vehicle Team chassis engineers tweak the critically acclaimed Mustang GT and have motorsports legend Carroll Shelby put his stamp on it.
Easy. Right?
"It all depends on what you’re satisfied with," says Tom Chapman, SVT Vehicle Dynamics Supervisor. "If you just want to make the Mustang live a bit more happily with a 60-percent increase in engine output, it’s fairly simple to do. If you want it to equal the handling of the Mustang GT despite a larger displacement engine, that takes a bit more work.
"But if you want to hold it up to a whole new set of standards and be worthy of the Shelby GT500 name, then you better be prepared to roll up your sleeves."
The GT500 retains the Mustang’s suspension setup. In the front, there are coil-over MacPherson struts with reverse "L" lower control arms made of lightweight I-section steel. In the rear, there’s a three-link live axle with coil springs, Panhard rod, outboard shocks and stabilizer bar.
Weight Distribution
Because of its larger engine, the Shelby GT500 coupe has more weight over the front wheels than does the standard Mustang GT coupe. On the GT500, 57 percent of the weight is in the front and 43 percent is in the back. In comparison, on the Mustang GT 56 percent of the weight is in the front and 44 percent is in the back. Weight distribution of GT500 convertible matches the Mustang GT coupe due to the power-top mechanism behind the passenger compartment.
Bar Talk
While a heavier nose generally disposes a car to understeer or "push," the Special Vehicle Team’s engineers were able to retain neutral handling with the Shelby GT500 through the use of stiffer stabilizer bars. In addition, the rear bar of the GT500 is larger than that of the Mustang GT.
The GT500 uses a 34-millimeter tubular front stabilizer bar. Coupe versions of the GT500 sport a 24-millimeter rear bar, while convertibles come with a 20-millimeter bar.
"Stiffer stabilizer bars provide reduced roll and deliver a more aggressive handling balance," says SVT Vehicle Dynamics Engineer Dean Martin. "We’ve also given the GT500 higher spring rates at both ends to handle the greater mass of the car and also to reduce roll."
Brembo brakes and 18-inch wheels and tires control the 475-hp Shelby GT500.
Stopping Power
The Shelby GT500 sports Brembo front brakes with four-piston calipers and vented 14-inch discs. In the back, GT500 carries over the Mustang GT’s 11.8-inch vented single-piston caliper rear-disc setup with unique pad material.
"We choose a friction material that will provide good track-day performance for the customer and still deliver satisfactory parking-brake performance and quiet operation," says Chapman.
Tires Manage Balance of Power
The GT500 sits on four 18-inch x 9.5-inch wheels, wearing 255/45ZR18 tires on the front and larger 285/40ZR18 tires on the rear.
"Larger rears help get the engine’s immense power to the ground better when accelerating off the line," says Martin. "They also improve handling balance when you’re powering away from the apex of a turn on the race track using as much torque and horsepower as the GT500 has."
Putting a Fine Edge on the Steering
The 2007 Shelby GT500 adds a brace that connects the rear lower arm bushings side to side. This was added to improve durability and steering feel.
A unique steering pump is used and the steering gear utilizes a unique torsion bar. Again, these work to improve steering feel and precision.
"We wanted to make sure the changes we made met enthusiast customer demands," Chapman says. "So we took our engineering cars not only to the test track, but to real-world drive routes and race tracks to make doubly sure that the GT500 would live up to the expectations."
SVT tested the 2007 Shelby GT500 at Grattan and GingerMan in Michigan, Nelson Ledges in Ohio and Las Vegas International Speedway. How long did they run?
"Long enough that we were satisfied," says Chapman. "And long enough to bring a smile to Carroll Shelby’s face."
EXTERIOR/INTERIOR
FORD SHELBY GT500: DESIGN FOR PERFORMANCE
Exterior
Shelby GT500 is designed for performance, pays tribute to Mustang heritage
Aerodynamic lessons transferred from Ford GT program
The rear spoiler of the Ford Shelby GT500 echoes that of the classic GT500, while the rear air diffuser is inspired by the modern Ford GT.
DETROIT, Mich., Jan. 8, 2006 – The 2007 Ford Shelby GT500 is a purposeful performance car and striking to look at.
The design team did not merely take heritage cues and paste them onto the contemporary Mustang. Working with the engineering team, they dedicated themselves to a design that would enhance the car’s performance.
For example, the fog lamps were removed from the upper grille opening – where they are located on the Mustang GT. Smaller units were relocated on the outside of the lower front fascia where they function well.
"We found that the original Shelby Mustang’s design came about in response to maximizing the car’s performance," says Doug Gaffka, chief designer for Mustang, SVT and Vehicle Personalization. "The same is true of the SVT design language that has evolved over time."
A further example of how form follows function is the design of the heat extractors on the hood of the Shelby GT500. Here, they can better remove heat from the engine compartment – an important consideration for a car generating 475 horsepower.
"It is perfect, says Carroll Shelby of the car’s overall design. "I wouldn’t change a thing. It is everything I expected a modern Shelby Mustang to be."
Improved Aerodynamics
Other functional aero additions to the Shelby GT500 can be found at the front and rear. The rear spoiler adds significant downforce. Similarly, the front air splitter effectively combats lift.
The 18 x 9.5-inch wheels worn by the Shelby GT500 also bear a resemblance to those of the Ford GT.
Upscale Convertible, Regalia Stripes
The Shelby GT500 convertible shares cues with other high-end Ford Motor Company products. Rather than using vinyl for its top, as the mainstream Mustang does, the GT500 convertible uses the same type of cloth as that on the Ford Thunderbird and the Jaguar XK. The top is available only in black to match the car’s predominantly black interior.
"There is definitely an upscale feel to the top," says Keith Rogman, SVT design manager. "It fits in the same category as the stripes: They don’t make the car go faster, they don’t make it split the wind better, but they add a certain intangible authenticity to the car that you can’t quantify."
Indeed, stripes don’t make the car go faster, but they play a big role in the car’s identity. In coupe form, the car wears the full regalia of stripes Carroll Shelby bestowed upon the original GT500 coupe: a Le Mans stripe that runs over the hood, roof and rear deck and side stripes bearing the legend "GT500" nomenclature.
As did the original GT500 convertible, the modern version carries the side stripes but foregoes the Le Mans stripe. The Le Mans stripe, the side stripes or both may be deleted from the Coupe. The side stripes are also a delete option on the Convertible.
The stripes come in a range of four colors (Performance White, Vista Blue, Tungsten and Satin Silver) that, with one exception, can be matched with at least three of the seven available exterior colors. The exception is Vista Blue, which can be paired only with a Performance White exterior.
Exterior colors include Colorado Red (which can be paired with Performance White or Satin Silver stripes), Alloy (Satin Silver or Tungsten), Vista Blue (Performance White or Tungsten), Performance White (available with Vista Blue or Tungsten stripes), Tungsten Grey (Satin Silver), Valencia (Tungsten) and Ebony (Performance White or Tungsten stripes).
"Except for the Valencia and Tungsten combination, these combinations echo what we did with the original car," says Shelby. "I really like the yellow car. It has an eye-catching modern look to it."
Peter Horbury, executive director, Design, North America, had the opportunity to learn firsthand just how much that color combination does catch the eye. "I sneaked out on the Woodward Dream Cruise in a yellow prototype of the GT500," he said. "Everybody knew what it was. People were stepping out in the road to take pictures."
Carroll Shelby, it seems, is not the only one who feels expectations have been met .
Carroll Shelby's "GT500" script is emblazoned on the gas cap emblem, joined by an updated version of the classic Cobra logo that is repeated on the grille and the headrest.
Interior
2007 SHELBY GT500: PERFORMANCE INTERIOR
Front seats boast extra lateral bolstering for increased support during spirited driving
Key options are GT500 Premium Interior Trim Package, Shaker 1000 Audio System and SIRIUS Satellite Radio
The Ford Shelby GT500 convertible builds on four decades of open-air heritage; the first Mustang was a drop top. More than 1 million convertibles have been sold since 1964.
The 2007 Ford Shelby GT500 boasts an upgraded version of the mainstream Mustang’s interior, designed to cater to the dedicated driving enthusiast.
Most apparent is the use of light-faced gauges, a tradition on SVT’s cars and trucks and one that can improve readability under a variety of lighting conditions. The gauges also boast SVT graphics.
An astute observer will note that the speedometer and tachometer do not occupy the same positions they do in the rest of the Mustang line. In the Shelby GT500, the speedometer is on the left while the tachometer is on the right.
"This is something the SVT engineering staff insisted on – particularly because the GT500 is available only with a manual transmission," says Keith Rogman, SVT design manager. "Making the switch allows the driver the best view of the tach while changing gears."
Shelby GT500 sports a satin aluminum finish on instrument trim, rings and door handles. This helps reduce glare and provide a bit of sparkle.
Adds Doug Gaffka, chief designer for Mustang, SVT and Vehicle Personalization: "This is very much in keeping with the SVT hallmark of substance. It gives the customer a direct benefit and not just a bit of decoration."
Sit Down and Drive
Substance and function also are the reason the front seats in the Shelby GT500 are different from other Mustangs. Bolstering has been added to provide increased lateral support. This helps keep the driver optimally placed.
Seating surfaces are leather, and the classic figure of a cobra is embossed on the front seat backs. A cobra is also prominently featured on the tilt steering wheel’s air bag cover. The wheel rim is wrapped in leather and has unique thumb pads. The shift boot is also made of leather and the parking brake handle is leather clad.
Two interior color treatments are available, charcoal black and charcoal black with crimson red seat inserts and door trim panels. A GT500 Performance Interior Trim Package is optional. It features a leather-wrapped and stitched instrument panel brow and center console, upgraded door armrests and aluminum pedal covers.
Performance Sound System
SIRIUS Satellite Radio may be ordered with either the standard Shaker 500 Audio System or the optional Shaker 1000 system. The Shaker 1000 Audio System amps up to a full 1,000 watts from the standard system’s 500. It includes two subwoofers as part of its 10-speaker array, and an audio input jack is standard. Both the Shaker 1000 and the 8-speaker Shaker 500 systems include AM/FM Stereo with a six-disc in-dash CD changer with MP3 capability.
Convenience
Comfort and convenience touches abound. Manual air conditioning, power windows and power locks are standard. The center console includes not just an armrest, but storage as well. The interior also features dual power points as well as two cupholders.
And the Ford Special Vehicle Team has put its stamp on things as it welcomes enthusiasts into the car via bright door sill trim plates bearing SVT script
SAFETY
SHELBY GT500: SAFETY
Shelby GT500 has increased torsional rigidity, which can aid driver vehicle control and provide protection in an accident.
Features Ford’s Personal Safety System® and standard driver and front passenger seat-mounted side-impact air bags. BeltMinder™, SecuriLock™, all-speed traction control, anti-lock brakes and a host of other innovative features are included.
An active anti-theft package aimed at combating high performance-car insurance premiums on Shelby GT500 includes a separate alarm sounder, anti-tow sensor, an ultrasonic interior-motion sensor and perimeter anti-theft sensors.
The Ford Shelby GT500 convertible builds on four decades of open-air heritage; the first Mustang was a drop top. More than 1 million convertibles have been sold since 1964.
DETROIT, Jan. 8, 2006 – With a body structure providing considerably more torsional rigidity than the previous generation Mustang hard top, the chassis of the 2007 GT500 coupe is better able to respond to driver inputs to help control the vehicle in emergency maneuvers.
The body structure is 31 percent stiffer in torsion, meaning that a twisting force of 15,500 foot-pounds can deform the body by only one degree. Such dramatic leaps in body stiffness contribute to the GT500’s driving performance, with parallel benefits in accident protection.
Engineering a body with such high stiffness creates a passenger "safety cage" that helps protect the cabin from deformation and intrusion.
The front structure is designed to absorb energy in a controlled manner and dissipate it before it can reach the passenger compartment. The GT500 front rails have an octagonal shape to spread forces evenly at the firewall and progressively deform for increased protection in demanding offset frontal crashes.
Other safety features include all-speed traction control, anti-lock brakes (ABS) and Ford’s Personal Safety System®. When you add in the standard driver and front passenger side-impact air bags and side intrusion door beams, the GT500 provides a comprehensive safety package.
GT500 Confidence: Ford Personal Safety System®
Topping the list of GT500’s safety equipment is Ford's Personal Safety System®, one of the industry's most comprehensive safety technology suites. The system is designed to provide enhanced protection in many types of frontal crashes by analyzing impact factors and determining proper air bag response in milliseconds.
It uses dual-stage driver and front-passenger air bags capable of deploying at full or partial power. In less severe frontal crashes, air bags inflate with less force.
Ford’s Personal Safety System® employs pretensioners to tighten front seat belts in the first milliseconds of a crash. Energy management retractors gradually slacken the belt, if necessary, to reduce forces across the occupant's chest during the impact.
Standard Front Passenger Classification Sensing
Standard front passenger classification sensing builds on the strength of the Personal Safety System™ to tailor deployment of the front-passenger air bag. If the passenger-seat sensor detects no weight or very little weight, like a newspaper or a jacket, the passenger air bag is automatically switched off.
If more weight is on the seat, like a small child, the air bag remains deactivated and an instrument panel light alerts the driver with the message "PASSENGER AIR BAG OFF." Of course, the safest place for children remains the rear seat, properly restrained. If an adult is seated properly in the passenger seat, the air bag automatically is switched on, ready to inflate within milliseconds, if needed.
Among the dozens of standard safety and security features the GT500 offers are:
BeltMinder™ The most effective way to help save lives on roadways is one of the simplest safety technologies on the market – the safety belt. Ford’s BeltMinder™ system gives occupants a gentle chiming reminder to fasten their safety belts. A Ford innovation introduced in 1999, BeltMinder™ already is proving to increase safety-belt use.
SecuriLock™ Passive Anti-Theft System Passive anti-theft systems like SecuriLock™ help protect against drive-away theft through the use of an electronically coded ignition key. The system is designed to help prevent the engine from being started unless a coded key programmed to the vehicle is used. A miniature transponder with an integrated circuit and antenna is imbedded in the ignition key. A wireless radio-frequency transmission transfers an electronic code between the transponder in the key and the vehicle. If the codes match, a signal passes through the wiring system to the electronic engine control, allowing the vehicle to start.
Battery Saver Battery Saver helps prevent accidental battery drainage from Mustang’s interior lights. The battery saver feature automatically turns off interior lights in a parked vehicle after a few minutes, like when a door is left ajar. If interior lights are left on while the ignition is in the Off position, a relay is deactivated in 10 to 40 minutes cutting power to the interior lights.
Fail-Safe Cooling A fail-safe cooling system lets GT500 be driven under limited power for short distances if engine coolant is lost, eliminating the cost and inconvenience of towing. If the coolant level sensor reads below a critical level, the engine computer module switches the engine to an emergency limp-home mode, in which only half the cylinders get fuel. With only half the cylinders firing, the engine operates at lower power and generates much less heat. The cylinders alternate between even- and odd-firing pistons in this mode. The engine can move the vehicle at moderate speeds (up to about 50 mph).
Keeping the Shelby Where It Belongs
The GT500 also features an active anti-theft package aimed at combating high performance-car insurance premiums. The package includes:
Separate Alarm Sounder The GT500 employs a separate, remotely located alarm sounder in conjunction with the traffic horn, making it harder for thieves to disable the system and make off with the car or its contents.
Anti-Tow Sensor The vehicle is guarded against tow-away thefts. An inclination-sensing module records the vehicle’s angle when the anti-theft system is armed. If the sensor detects a change in vehicle incline, it sends a signal to the alarm system, which triggers a separate alarm, traffic horn and flashes the car’s lights.
Ultrasonic Interior Motion Sensor To detect "smash-and-grab" break-ins, an ultrasonic interior-motion sensor is designed to detect motion inside the vehicle cabin. If an intrusion is detected, the alarm sounder and traffic horn are activated and the exterior lights flash to frighten would-be thieves.
Perimeter Anti-Theft Protection Perimeter anti-theft sensors also detect the opening of the hood, doors or trunk when the anti-theft system is armed. If the vehicle is parked and the window rolled down, for example, the alarm is sounded if a would-be-thief tries to open the door to gain access to the car.
High-Capacity Battery A 60-ampere-hour battery is capable of sounding the alarm longer. This powerful battery lends an extra measure of authority to the active anti-theft system and helps prevent battery run-down from use of GT500’s powerful audio system while the engine is off.
SPECIAL FEATURES
SHELBY GT500: A HISTORY OF SUPERCHARGERS
First supercharged Shelby Mustang was the 1966 Shelby GT350
Ford Thunderbird offered a supercharger beginning in 1957
Ford SVT’s first supercharged engine was the 360-hp 1999 SVT F-150 Lightning
Lightning was followed by the 390-hp 2003 SVT Mustang Cobra
The Ford Shelby GT500 convertible builds on four decades of open-air heritage; the first Mustang was a drop top. More than 1 million convertibles have been sold since 1964.
DETROIT, Jan. 8, 2006 – Carroll Shelby has always been a fierce competitor, both on the track and in business. He does not like to lose.
"About the only thing I like less than losing is losing and not learning from it," says the racing great.
That philosophy sums up how Shelby, superchargers and Mustangs came together in the first place.
The story begins in 1965 when a supercharger manufacturer tried to interest Shelby in putting its product on his then-new GT350 Mustang. At the time, Shelby’s plate was full with building, selling and racing cars. He declined.
Then the manufacturer’s rep showed up at Shelby’s shop in the shadow of the Los Angeles airport with a supercharged GT350. Shelby agreed to a race on the vast expanses of empty concrete that surrounded the airport. He jumped behind the wheel of a 289 Cobra roadster – a vehicle much lighter than the 289 GT350 – and soundly lost.
"Well, I figured if that rep was going to teach me a lesson I might as well profit from it," he says. "So for the 1966 model we made a supercharger a factory option on the GT350 as well as an aftermarket accessory."
A supercharger remained in the Shelby catalog right through the end of production of the original Shelby Mustangs. It was offered on GT350 models. In 1966 and 1967 these were powered by the 289 cubic-inch V-8. In 1968, displacement was boosted to 302 cubic inches. Beginning in 1969, the GT350 sported Ford’s then-new 351 cubic-inch V-8.
Using a Blower to Call Down the Thunder
However, these were not the first – nor, obviously, the last – production Ford passenger vehicles to be supercharged.
Thunderbird and supercharger have long been synonymous. The relationship began in 1957 when a supercharged version of the "Y-block" 312 cubic-inch V-8 was offered as a more powerful alternative to the two non-blown engine choices. Output of the standard Thunderbird four-barrel 312 was rated at 245 gross horsepower. A dual four-barrel version generated 270 gross horsepower. However, the supercharged engine topped them both with a gross rating of 300 horsepower.
Thunderbirds and superchargers would not meet again until the 1989 model year when the Thunderbird Super Coupe was introduced. This time around, the engine was a V-6 displacing 3.8 liters. From 1989 through 1993, the Super Coupe carried a net rating of 210 horsepower and 315 lbs.-ft. of torque. This was upgraded to 230 horsepower and 330 lbs.-ft. for the 1994 and 1995 model years.
SVT Finds Special Uses for Superchargers
Superchargers have also played an important role in the history of the Ford Special Vehicle Team.
SVT’s first production vehicle to use a supercharger was the F-150 Lightning. An all-new F-Series platform gave SVT engineers a "clean-sheet" opportunity for the 1999 model year. SVT started with the smallest, lightest F-150 chassis for optimum acceleration and handling – the sporty short wheelbase, Regular Cab FlareSide configuration. Engineers lowered the truck two inches in the rear and half an inch in the front, added big brakes and a sport-tuned suspension as well as unique front and rear styling treatments.
However, the big news was a special SVT-developed supercharged 5.4-liter Triton™ V-8. Output was an arresting 440 lbs.-ft. and a mighty 360 horsepower – 40 more horsepower than even SVT’s flagship 1999 Mustang Cobra generated. Needless to say, the 1999 SVT F-150 Lightning set new standards for full-size sport trucks. For 2001, SVT bumped up the Lightning’s output to 380 horsepower and 450 lbs.-ft.
Meanwhile, engineers were learning the lessons that eventually would pay off in the form of the 2007 Shelby GT 500.
Introduced as a 2003 model, the SVT Cobra took Mustang horsepower to as-yet unseen heights with a new, Eaton supercharged DOHC 4.6-liter "Terminator" V-8. Rated at 390 horsepower and 390 lbs.-ft. of torque, it was among the most powerful Mustangs ever to leave the production line up to that time. It also featured a 6-speed manual transmission, redesigned front and rear fascias and a new "heat-extraction" hood.
A blueprint for the future had been drawn.
Tools & Links for DrivingEnthusiast.net post number # 1161
World’s first Tri-Flex fuel engine: 12 percent better fuel economy, 99 percent fewer CO2 emissions in hydrogen mode and 500 miles between fill-ups
Bold, American design and innovation: Underscores the design and innovation that will define all Ford vehicles going forward
New level for interiors: Just as F-150 set the standard for vehicle interiors, the F-250 Super Chief concept shows Ford interior innovations for the future
The F-250 Super Chief’s bold, American design, first-class comfort and exceptional traveling range were inspired by the Atchison, Topeka and Santa Fe Railway’s Super Chief locomotive.
DETROIT, Jan. 8, 2006 – The Ford F-250 Super Chief concept takes truck leadership to a new level – as the world's first vehicle with Tri-Flex fueling, enabling the supercharged V-10 to run for 500 miles between fill-ups on hydrogen, E85 ethanol or gasoline.
The tri-fuel flexibility is one possible innovation by Ford to help pave the way for hydrogen vehicles, as the nation's ethanol and hydrogen fueling infrastructure continues to develop.
The concept truck and its name are inspired by the bold, American Super Chief trains of the nation's past. Super Chief is Ford's most advanced, well-appointed pickup ever – designed to build on the standard for interior excellence established by the new F-150.
Super Chief features an interior paneled in American walnut, brushed aluminum and bold brown leather. Convenience features include bold light-emitting diode (LED) headlamps, a full glass roof and automated ottoman.
Technology Innovation in a Bold American Wrapper
The Ford F-250 Super Chief concept boldly foretells a new era for pickup trucks that Ford intends to lead with bold, American design and innovation – as it has for nearly three decades.
"F-250 Super Chief pays tribute to the bold optimism that is part of the American character," says Peter Horbury, executive director, North America Design. "The F-250 Super Chief's innovations pave a new path for the American truck. It's a notion – and a modern design – so bold, it could only come from Ford."
Using hydrogen, the Tri-Flex V-10 produces 400 lb.-ft. of torque and 99 percent less CO2 than using gasoline.
Running on hydrogen, the supercharged V-10 engine provides up to 12 percent fuel economy improvement on an energy equivalent basis versus a non-supercharged gasoline V-10 – and nearly 500 miles per fill-up. In addition, when operating on hydrogen, the Tri-Flex V-10 generates 99 percent less CO2 emissions than when running on gasoline.
The world's first Tri-Flex engine employes hydrogen, gasoline or E85 fuel.
Hydrogen is the ultimate clean fuel of the future. It is not only the cleanest fuel, it is the most abundant element on Earth. E85 ethanol is a domestic, renewable, greenhouse gas-friendly fuel.
"The Tri-Flex fuel engine encourages the development of the hydrogen fuel infrastructure for the best future mobility solution," says Dr. Gerhard Schmidt, vice president, Research and Advanced Engineering. "It also drives the expansion of the domestic ethanol E85 fuel production and availability and, of course, provides our customers the convenience of gasoline until these other fuels become more readily available."
The Tri-Flex system leverages existing powertrain technologies in which Ford has long held leadership. Since 1996, Ford has led in production and sales of flex-fuel E85 ethanol/gasoline vehicles. Ford has built more than 1.6 million flex-fuel vehicles that operate on any mix of E85 and gasoline.
The Ford F-250 Super Chief epitomizes bold, American design and features an innovative Tri-Flex fuel engine that can run on hydrogen, E85 or gasoline.
In December 2005, a flex-fuel capable version of the F-150 pickup went into production. Ford has committed to building more than 250,000 flex-fuel vehicles in 2006. Ford flex-fuel vehicles offer the customer convenience of filling one tank with E85 and/or gasoline.
The transition from hydrogen fuel power to either E85 or gasoline is handled seamlessly through a dashboard-mounted switch and can occur while the vehicle is in operation. Transition from either E85 or gasoline to hydrogen requires that the vehicle be at idle to allow for proper engagement of the supercharger, which only operates when the vehicle is powered by hydrogen.
Safe and Comfortable
While the F-250 Super Chief has plenty of innovative tricks under its hood, it embraces several of Ford Motor Company's advanced safety technologies to help ensure that occupants' travels are not only comfortable, but also safe.
Safety technology such as BeltMinder™ and BlockerBeam™ are among the innovative features on the F-250 Super Chief. BlockerBeam™ provides enhanced frontal crash compatibility with cars on the road, and Ford's patented BeltMinder™ technology will alert the driver when occupants are not buckled up.
BeltMinder™ goes further than the federally required safety belt reminder chiming system. In Ford vehicles, the driver or front passenger who remains unbuckled is regularly reminded to buckle up.
The system chimes and flashes a warning lamp for six seconds every 30 seconds for five minutes or until the driver buckles up, whichever comes first. The second-row BeltMinder™ technology will now be able to alert the driver when second-row passengers have not buckled their safety belts.
In addition, Ford's unique frontal crash enhanced underride protection system – called BlockerBeam™ – could make the F-250 Super Chief more compatible with cars. The system helps F-250 Super Chief and a car better share energy during a crash.
During a frontal collision with a car, the BlockerBeam™ is designed to make contact with the frame rails of a car in an effort to prevent the car from sliding beneath the higher-riding vehicle. Upon impact, the L-shaped brackets bend, helping to disperse crash energy. This reduces the amount of intrusion into the passenger compartment of the car and further reduces the risk of serious injury to the car's occupants.
Bold, American Exterior Design
The Ford F-250 Super Chief concept projects the next level of rugged elegance for full-size pickups, further stretching the world-famous F-Series lineup past the F-250 Super Crew and F-250 King Ranch.
"Ford has been the truck leader for so long, no one can remember it being any other way," says J Mays, group vice president, Design, and chief creative officer. "The F-250 Super Chief boldly restates our leadership with a quintessentially American truck."
The F-250 Super Chief's locomotive-inspired front-end appearance sets the tone, complemented by its bold, imposing grille.
The pattern of the headlamps echoes the motif of the interior's coffered ceiling, with five-element/four-emitter LEDs behind the optics.
Below the headlamps, sturdy tow hooks are integrated into the fog lamps for a multifunctional look.
Even more pronounced from the profile is the truck's substantial cabin. Based on an F-250 Super Duty with an 8-foot-long bed, F-250 Super Chief designers reallocated 2 feet of bed space for the passenger compartment, which is accessible through center-opening doors.
The F-250 Super Chief's rear doors can be opened independently of its front doors. An electronic release first extends the rear three-pivot hinges out and slides them back slightly to open the rear doors; an electronic motor pulls them closed.
The F-250 Super Chief features patent-pending rear-hinged rear doors that can open independently of the front. Also visible are the coffered glass ceiling and wood-planked cargo bed.
Expressive details add beauty as well as functionality. The sculpted cowling serves as an air intake for the V-10 engine, while pronounced vents exhaust heat from the engine bay. Pronounced flares house the truck's 24-inch wheels, and Goodyear tires firmly plant the truck on the ground.
In the rear, the tailgate hinges on both sides for greater utility. Inside the bed, a wood-planked bed floor is ribbed with raised metal rub strips for easy cargo loading. In addition, there's an under-bed storage tray, which can be accessed even when the cargo bed is full.
Interior Indulgence
The F-250 Super Chief concept delivers an interior design that's rugged as well as elegant in three materials: American walnut, brushed aluminum and rich brown leather.
"Well-appointed vehicles are nothing new," Mays says. "But, as premium amenities and finishes become more ordinary, we wanted to push the envelope and show our truck customers – and our competitors – what a truly upscale, distinctly American pickup might look like."
The entire roof of the F-250 Super Chief is glass, bisected by a leather-wrapped grid of American walnut, allowing vista views. The walnut, outlined in aluminum, lines the truck's floors as well, carrying through the design execution of the pickup bed. Viewed from above, through the glass roof, the floor is smooth and integrated from cabin to the bed.
Rear seats allow for relaxation aided by ottomans that deploy from the floor space.
The seats have separate cushions for the seat bottoms and the backs, as well as individual integrated armrests that are not part of the rear door panels.
The leather for the seats – as it is throughout the rest of the cabin – is Spinneybeck, aniline-dyed in a rich brown.
"While the F-250 Super Chief is an extreme example of interior indulgence, our experience with trucks has shown that customers want more interior comfort and amenities than ever," says Horbury. "The current F-150 demonstrated that as far as we were willing to go on interior comfort and design, our customers may be willing to go further.
"The Ford F-250 Super Chief concept allows us to better gauge where the high end of rugged elegance just might be."
Small is big: Reflex proves small cars can be bold and American
Bold and innovative: Technological showcase includes solar panel-powered headlights, integrated child seat, inflatable rear safety belts and an interior quieted by scrap Nike athletic shoes
Extremely fuel efficient: Advanced diesel-electric hybrid engine and new-generation lithium-ion batteries help deliver up to 65 miles per gallon
The diesel-electric hybrid Ford Reflex concept combines performance and economy, delivering 65 mpg.
DETROIT, Jan. 8, 2006 – The Ford Reflex proves that small cars can be bold, American and innovative. The sporty concept is expected to be an auto show star, reflecting a growing and important "small is big" trend in America.
Reflex is a technological showcase with its advanced diesel-electric hybrid engine – delivering up to 65 miles per gallon – solar panels, flexible interior made from synthetic and regenerated materials, and such advanced safety features as inflatable safety belts in the rear.
The concept underscores Ford's intent to offer bold, American designs regardless of vehicle size.
"From consumer electronics to urban dwellings, small is becoming big in America," says Peter Horbury, executive director, North American Design. "The bold and innovative design of Reflex stretches the traditional boundaries of a subcompact car. Reflex delivers the fuel economy and flexibility that Americans have come to expect."
Bold, American Design
The North American market for small vehicles will grow 5 percent per year through 2008 to reach more than one-third of all cars sold.
Reflex underscores the bold, American design direction for all Ford vehicles going forward. It also is packed with Ford innovation.
"Ford Reflex is a small car that doesn't feel small," says Freeman Thomas, director, North American Strategic Design. "It is a gorgeous sporty car that delivers guilt free performance with a hybrid engine. And thanks to its innovative approach to the interior, it has space for growing families."
Reflex is set off with Ford's three-bar grille – made of high-strength anodized extruded aluminum, which is hand polished to a matte finish. The concept's shoulder line flows upward to the B-pillar and back down into the wheel arch. Reverse butterfly doors aid vehicle ingress and egress.
The vehicle's low-voltage circuitry is exposed beneath the glass roof and rear hatch, giving a clever nod to accessible technology – even as a fashion statement. The roof also features self-powered solar fans that cool the car when parked.
The Ford Reflex concept showcases exposed low-voltage circuitry on the roof glass and rear hatch.
Reflex's aggressive 20-inch wheels are polished alloy. The large diameter, narrow width and unique Michelin tire design provide low-roll resistance for improved fuel economy. Kid-Inspired Interior
Lightweight, space-efficient materials define the interior with its innovative 2+1 backseat configuration. Mesh seat covers are transparent and sheer, offering maximum airflow for comfort and style. Unexpected colors – red and robotic white – create a sense of warmth and accessibility.
The interior of the Ford Reflex concept features lightweight inner seat frames wrapped in mesh. The white mesh fabric is offset with warm red carpeting.
The cockpit comes alive with keyless activation. At the touch of a button, the instrument cluster controls appear in a cool blue hue as organic light-emitting diodes (LEDs) switch on.
Located in the center console, touch-screen technology helps reduce driver distraction. Shift paddles that control the 6-speed semiautomatic transmission are tucked behind the steering wheel.
"The interior of Reflex is modern, with no wood and leather," says Thomas. "The color and materials challenge many of today's dark plastic interiors by offering a blend of warm and cool colors. It is a fresh approach that will inspire future trends in many industries, including fashion and home furnishings."
The back seat offers the ultimate in small-car flexibility. A second-row "love seat" can accommodate two children or one adult. With a push of a button, a divider bar raises through the seat bottom, transforming one seat into two.
Rear-seat passengers also have the luxury of watching their favorite movie on two small flat-screen monitors mounted to the lower portion of the front seatbacks. Like the front seats, the rear seats feature mesh wrapped around a lightweight inner frame.
Advanced Safety in a Small Package
Ford’s experimental inflatable safety belts provide a broader contact area with the potential to spread impact forces across the chest, further reducing the chances of injury. The small, tubular-shaped inflatable bag deploys inside the shoulder belt in the event of a crash.
Reflex takes safety innovation a major step forward. Advanced safety technologies include inflatable safety belts and BeltMinder™ for backseat passengers. The inflatable safety belt helps reduce injury risk to second-row occupants. Ford's patented BeltMinder™ technology alerts the driver when second-row occupants are not buckled up.
Reflex also is equipped with side air curtains. The love seat is fitted with an integrated rear-facing child safety seat.
Understanding that the responsibilities of a parent don't end once the car starts, Reflex designers added a strategically placed "baby cam" in the headliner. From this vantage point, the driver can see streaming video images of the rear-seat occupants.
Sporty and Green
Reflex features an advanced diesel-electric hybrid propulsion system that harnesses diesel, electric and solar power. This combination of power can deliver maximum fuel economy – up to 65 mpg – without compromising performance.
The concept features an electric motor on the rear axle in addition to the hybrid propulsion system on the front axle. The rear motor provides all-wheel-drive capability, improved driving dynamics and the fuel economy benefits of a full hybrid vehicle.
The Ford Reflex concept features solar panels in the headlamps and taillamps that recharge the hybrid-electric battery pack, and solar panels in the roof that power electric fans to cool the interior while the vehicle is parked.
Reflex's energy is stored in a new-generation lithium-ion battery pack, using the same technology found in cell phones. Ford was the first manufacturer to produce an electric vehicle using this type of battery system when it introduced the electric Ford Ka research vehicle in 2000. Also contributing to Reflex's power and performance are unique headlamps and taillamps that integrate solar panels. The Ford-patented battery-charging lighting system improves fuel economy by using the sun's power to charge the on-board batteries, while capturing and reusing the daylight at night.
Reflex also uses ground rubber from scrap athletic shoes, called Nike Grind, as insulation to reduce noise and vibration in the car's interior.
TECHNICAL SPECIFICATIONS
POWERTRAIN AND CHASSIS
ENGINE
Type
1.4-liter Duratorq TDCi with hybrid-electric motor assist
Configuration
Inline 4-cylinder
Valvetrain
DOHC, 16-valve
Displacement
1.4-liter
Horsepower
155 @ 6,000 rpm
Horsepower per liter
71.6
Torque
129 @ 4,000 rpm
Recommended fuel
Bio-diesel
DRIVETRAIN
Layout
All-wheel-drive (diesel engine powers front wheels, electric motor powers rear wheels)
TRANSMISSION
Type
6-speed, select shift
SUSPENSION
Front
Double A-arm coil over shocks
Rear
Double A-arm coil over shocks
WHEELS
20 x 8 inch aluminum alloy
DIMENSIONS
EXTERIOR
Wheelbase
100.3 in. (2548 mm)
Overall length
155.8 in. (3958 mm)
Overall width
70.3 in. (1786 mm)
Track width, front/rear
59.6/59.2 in. (1516 mm/1506 mm)
Front overhang
27.5 in. (700 mm)
Rear overhang
27.9 in. (710 mm)
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Brakes are not an issue with the Kabura. Take a look at the rear brakes here - and the front is even larger.
Something new for Mazda - an engine compartment that looks halfway decent. One thing I was immediately struck by when I first saw (and drove) the new MX-5 (Miata) was the absolutely lousy engine compartment appearance. Everything was flat black and the engine was covered by a plastic panel. Dull, boring, pedestrian: no hint of the power of the engine (if you can call 170 HP powerful...). 
Looks like Road & Track violated the embargo and released a pic of the Camaro Concept a day early. There was also video, which has now been taken down.
