NEW YORK, April 7, 2004 - The muscular Ford
Mustang GT-R rekindles the legend's road racing glory and the magic of 5.0-liter
Mustangs in a stunning racing concept making its world debut today. The Mustang
GT-R signals a potential future race car, while honoring four decades of
performance glory just days before Mustang's 40th anniversary.
Mustang GT-R blends today's breathtaking design, Ford Racing's unmatched history
and the most advanced racing technology into the ultimate Mustang," says J
Mays, Ford group vice president, design. "Mustang's iconic image grew with
every checkered flag so we think the Mustang GT-R is an appropriate tribute to
the car's 40th anniversary, and a hint at what's to come."
The bright Valencia Orange car - inspired by
the famous Grabber Orange 1970 Mustang Boss 302 Trans-Am race cars (the Yellow
Mustangs) piloted by race legends, including Parnelli Jones - is a technological
showcase that, when peeled back, reveals a number of existing or
production-feasible racing parts.
"The Mustang GT-R shows that Ford is back
in road racing in a serious way," says Jim O'Connor, Ford group vice
president, North America marketing, sales and service.
The Mustang GT-R features Ford Racing's
440-horsepower "Cammer" crate engine that already is affordably
available to grassroots racers, and can be tuned to produce more than 500
horsepower under certain race series rules. Last year, a tuned 505-horsepower
version of the "Cammer" notched world-class performance and endurance
credentials by powering a Focus Daytona Prototype to victory at the 24 Hours of
racecar is engineered to tackle the world's toughest road and street courses
with a stiff structure - based on the all-new 2005 Mustang scheduled for sale
this fall - a collection of the most sophisticated racing parts from many racing
series and a Formula One-inspired steering wheel. However, the Mustang GT-R
could be easily transformed into an affordable, competitive option for
grassroots teams because it uses 85 percent of the 2005 Mustang's body
components along with the same suspension setups and the already-attainable
"The GT-R is the Mustang racers would
build if they weren't bound by various road racing rules," says Dan Davis.
"We were fortunate to start with a rigid, well-balanced production Mustang
that was proven on the track by some of the same people who, in previous jobs,
helped Ford Racing win on Sundays.
"The Mustang GT-R could be adapted to
conform to different series and budgets but, in this variation, serves as a
dream machine. We took the 'Cammer' engine from the Ford Racing catalog and
built a race car around it with the best parts we've researched and tested
through our unmatched global racing program," Davis says.
While conceptual in spirit, the Mustang GT-R is
built by racers and is a capable performer with an eye on stepping up Mustang's
road-racing presence. Several racing series - American LeMans, SCCA Trans-Am,
GrandAm Cup and the FIA - could easily accommodate the Mustang GT-R. For
example, the car could meet some series rules with basic modifications to the
brakes, wheels, tires and body parts.
The Mustang GT-R also hints at a turnkey
grassroots-racing package that could be retailed through Ford Racing's parts'
catalog and distribution network.
Gaffka's - design director, Ford Performance Group - design inspiration for the
Mustang GT-R was simple: Flex the 2005 Mustang shell to wrap the engine and
retain 85 percent of the production car's solid structure.
"We decided that when a car as good as the
2005 Mustang comes along, we don't need to look much further for a pure race
car," he says, noting that the Mustang's shell would be dressing for the
engine and roll cage.
The carbon fiber hood instantly communicates
the car's performance - its large engine bulge and unfinished surface harken
back to the famous yellow, black-hooded Mustangs..
The front end is a further evolution of the
Mustang GT coupe and convertible concepts that stole the 2003 North American
International Auto Show and foreshadowed the design of the 2005 Mustang. The
Mustang GT-R features the classic pony in the grille, surrounded by modern
materials like carbon fiber as well as advanced aerodynamic treatments like
ground-hugging front and side splitters.
Accentuated by huge front fender flares that
accommodate the racing suspension, the sides of the Mustang GT-R have 20-inch
wheels, racing slicks and substantial air scoops. The equally large rear fenders
house tires that are an inch wider. Considering how quickly 18- and 19-inch
tires became standard racing ware in recent years, these tires are a realistic
forecast of the next evolution in racing rubber. Dual stainless steel exhaust
tips -- jutting out of the rear body panel just above the rocker panel on both
sides in front of the tires - add an intimidating look to the rear of the car.
The classic Mustang rear quarter windows are
blocked out to accommodate the fuel delivery "dry-break" system on the
driver's side. The doors are fully functional as required by many of the
possible racing classes.
prominent GT-R logo is placed above the front fender and is flanked by the
honorary "Mustang" and "40th Anniversary" words. This logo
is repeated on the rear.
Probably the most striking design element, the
prominent composite rear spoiler meets several road racing sanctioning body
The rear fascia, like the front, is a further
expression of the GT concept design, with a wider taillamp execution. Endurance
racers will instantly recognize the differential cooler mounted with an aluminum
grille screen between the taillamps.
Inside, the instrument panel preserves the
dramatic styling of the 2005 Mustang in a carbon fiber application for racing.
In anticipation of another trend, designers chose a Formula One-style steering
wheel with most vehicle controls and gauges integrated, including the
tachometer, gear selections, telemetry and warning signals. Only the oil
pressure and water temperature gauges are located on the instrument panel.
"Most racers cobble together
interiors," says Gaffka. "The Formula One-style steering wheel
significantly reduces dash gauges to help preserve Mustang's powerful instrument
panel, which is the next evolution of our interior design leadership."
passenger side houses seat mount tracks for a second seat, if needed, for
would-be thrill seekers seeking first-hand Mustang GT-R's performance
experience. The chrome-moly roll cage is attached to all significant points in
the body structure, adding significant rigidity to an already stiff body.
The Mustang GT-R's body retains 85 percent of
the production car's body components that were stiffened by 30 percent as part
of the Mustang's first full makeover ever. The only modifications include
rear-mounted battery pods and a fuel cell relocated to the rear trunk.
Built at Saleen Special Vehicles in Troy,
Mich., the car was developed by the same members of the Ford GT "Dream
Team" who are building sub-assemblies and painting body panels for Ford's
"Five Liter" Is Back
foundation for the Mustang GT-R's race-prepared 440-horsepower engine is the new
5.0-liter "Cammer" crate engine from Ford Racing Performance Parts.
The engine is rooted in the MOD 4.6-liter four-valve V-8 engine family. However,
the motor's flanged cylinder liners help provide 94mm (instead of 90.2mm)
cylinder bores, creating a full 5.0 liters of piston displacement.
And while the motor employs the SVT Mustang
Cobra's forged crankshaft with six-bolt mains and Manley "H-Beam"
connecting rods for superior strength, the high-strength Ford Racing block
features design reinforcements and a revised material for added strength and
high-output durability. The block is specially reinforced in the crankcase web
areas for high torque loads.
Other key differences include forged pistons,
an 11.0:1 compression ratio, ported heads, higher-lift cams and beehive-shaped
valve springs. The crate engine also features higher-flow fuel injectors and a
magnesium, variable-geometry intake manifold.
The 5.0-liter "Cammer" engine comes
with a custom oil pan and features custom-fabricated Tri-Y headers and
Helping put the power to the ground is the Ford
Racing-supplied TTC T-56 six-speed transmission linked to the engine through a
heavy-duty clutch and flywheel assembly. Power exits the transmission through a
custom metal matrix composite aluminum driveshaft into a race-specification
differential with a 4.56:1 final drive ratio.
The "Cammer" was introduced at the
Specialty Equipment Manufacturers Association show in 2002. The engine in the GT-R
is identical to the crate engine, with the exception of camshaft timing, which
was modified to produce more high-end horsepower for track use.
The Mustang GT-R benefits from the 2005
Mustang's race-inspired chassis, developed and tuned by engineers with Ford
Racing engineering experience or a passion for weekend track time. The Mustang's
race-bred suspensions, near 50-50 weight distribution and ultra-stiff body
structure, are just the beginning of Mustang GT-R's credentials.
"The GT-R is the ultimate expression of
the Mustang platform," says Hau Thai-Tang, 2005 Mustang chief nameplate
engineer. "Mustang spans more of the market than almost any other car -
from an under-$20,000 V-6 to a race-ready car in the $40,000 range. The Mustang
GT-R shows how we can expand that unmatched reach with the all-new
Track time - at drag strips and on road courses
- was a critical part of the 2005 Mustang's development, as chassis engineers
pushed prototypes to the limit in search of the perfect power-and-handling
spent countless hours refining this car on development drives and at the
track," says Mark Rushbrook, 2005 Mustang vehicle development manager.
"The car has been to the Nelson Ledges road course in Ohio several times
for 24-hour runs and has spent months on Ford's straightaways and handling
courses at our proving grounds in Arizona, Michigan and Florida."
Soon after the 2005 Mustang's world reveal in
January, race engineers quickly began building on its solid foundation. The
Mustang GT-R concept's chassis was fully stripped down to the body shell to
receive custom reinforcement and structural improvements for driver safety on
the racetrack. A roll cage was added, along with a Sparco-brand racing seat with
a five-point safety harness.
The production suspension geometry is retained,
but key parts were replaced to reduce weight or provide additional strength for
the rigors of racing. Suspension pieces, including the K-member, are made of
lightweight chrome-moly tubing. The race-proven dampers are coil-over, fully
adjustable units featuring remote reservoirs. A strut tower brace increases
out the chassis package are huge, race-proven Brembo brakes. The front features
14.3-inch rotors with six-piston calipers; the rear has 13-inch rotors with
four-piston calipers. Linking the whole package to the racetrack are 20-inch
wheels and racing slicks provided by Pirelli. Tire sizes range from 275/35 in
front to 305/30 in the rear.
The Mustang GT-R is engineered with modern
aerodynamics principles, including a massive front airflow opening and
carbon-fiber belly pans that reduce underbody air turbulence.
Although the Mustang GT-R is a concept, the car
was engineered to perform at racing speeds with parts currently available to
weekend racers through the 2004 Ford Racing catalog.
The 5.0-liter EFI "Cammer" crate
engine, including the wiring harness kit, will sell for an MSRP of $14,995. The
"Cammer" engine takes the guesswork out of installation projects by
offering a choice of several length 5.0-liter, 4-valve modular wiring harness
kits created specifically to cover the most popular engine swap configurations.
What's more, harness kits - which include the
powertrain control module (PCM) - provide all the necessary electrical
connectors, including end terminals, a fuse box, a power distribution box, as
well as switch connectors and fuel pump relays.
The roll cage, rear spoiler and some chassis
components are all being considered for further development.
Mustang GT-R enjoys the strong bloodlines of the 2005 Ford Mustang that was
introduced in January as the first Mustang ever with its own dedicated platform.
The new platform is six inches longer, 30 percent stiffer and features a
sophisticated solid rear axle.
Working on a clean sheet of paper, Mustang's
engineering team could have selected any type of setup at the rear, including an
independent suspension. So why choose a solid rear axle? The answer lies in
Mustang's position as America's muscle car.
"We talked to a lot of Mustang owners and
racers when we were developing this program," says Thai-Tang. "They
are a very passionate group, and a lot of them told us - very strongly - that
the all-new Mustang must have a solid rear axle because of its combination of
performance and modification flexibility."
The new-from-the-ground-up chassis and careful
attention to vehicle dynamics give the all-new Mustang world-class ride and
handling. With this ultra-rigid structure, Mustang engineers could tune spring,
damping and bushing rates to a finer degree than ever possible.
This unrivaled driving excitement will continue
to come at an attainable price. The base V-6 model will remain the best
rear-wheel-drive car for under $20,000; the Mustang GT will be the most
affordable 300-horsepower performance car in the market.
Ford and legions of worldwide fans will
celebrate Mustang's 40th anniversary April 17, 2004, in Nashville, Tenn., at a
birthday party hosted by the Mustang Club of America. The 2005 Mustang will hit
showrooms in the fall of 2004. It will be built at the AutoAlliance
International assembly facility in Flat Rock, Mich., just miles from its current
home at the Dearborn Assembly Plant on the Rouge River.
Pricing will be announced closer to launch.
Lightweight RPS body panels with carbon fiber hood, aero
devices, instrument panel, interior door panels and floor heal
Engine – Ford Racing 5.0L
V-8, aluminum block, aluminum four-valve cylinder heads, forged
Bore x Stroke
94 mm bore x 90.0 mm stroke
5.0 liters (302 cu in/4995 cc)
440 @ 7000 rpm
400 lb-ft @ 5500 rpm
Double overhead camshafts, four valves per
Two per cylinder, 38 mm
Two per cylinder, 32 mm
Twin 57 mm
Ford Racing/Tremec T-56 6-speed
Winters/Ford 9-inch design
Winter's race-spec rear differential
Ford Racing "Cobra R" heavy-duty clutch/flywheel
Metal matrix composite aluminum custom
Complete stainless steel race exhaust with Tri-Y design
headers, crossover and side exit tips
Chassis and Suspension
Fully reinforced fabrication
Original production geometry with lightweight chrome-moly tube
(aircraft quality) construction
Reverse-L independent rigid strut tower brace with lightweight
chrome-moly K-member and race-spec anti-sway bar with 1.25-inch box
Three-link, solid axle with dynamic, fully adjustable shocks
with remote reservoirs and coil-over springs, race-spec 1.25-inch panhard rod,
and race-spec anti-sway bar
Brembo Racing 6-piston calipers and 14.3-inch rotors, 1.25-inch
Brembo Racing 4-piston calipers and 13-inch rotors, 1.25-inch
Wheels & Tires
Pirelli P275/35/20 racing slicks
20 x 10-inch, 5-spoke
billet aluminum wheels
Pirelli P315/30/20 racing slicks
20 x 11-inch, 5-spoke
billet aluminum wheels