FORD

Ford GTII analysis

First, since the road and race versions were developed in parallel, aerodynamics were crucial. As Jamal Hameedi, Ford Performance’s chief engineer, explains: “We wanted downforce, but it had to be efficient downforce—we didn’t want to pay a high price in terms of drag. That’s why we moved to a fixed seating position; it really allowed us to reduce the glass area and the frontal area.” So, you stay put in the cockpit while adjusting the pedals and steering wheel to your liking.

The compact, longitudinally mounted V6 engine sits close to the carbon-fiber structure's bulkhead, while the turbos feeding it are positioned further forward, beneath massive aerodynamic channels. The turbo intercoolers are located even further forward, within side structures that resemble a pod racer. Had the GT used a V8, it would have taken up more space and compromised the aerodynamics (not to mention adding weight). Just how much aerodynamics? How much downforce? Well, that is the one thing Ford won’t reveal, as it could allow rival teams to calculate the race version's downforce output.

Yet, you’ll find some form of aerodynamic device at every corner of the bodywork. The buttresses connecting the side structures to the central fuselage form a wing profile (they are also hollow, channeling intake air to the engine—a fascinating detail); the taillights are hollow to vent air from the intercoolers; and there is an underbody diffuser, a splitter, a flat undertray, and an active rear wing. As Hameedi points out, “You’d never have an opening unless it was feeding an intercooler.”

How strange would it be if this cutting-edge aerodynamic engineering were paired with a powerful, classic V8 engine? Well, it features an all-aluminum, dry-sump 3,497 cc V6 engine that develops 647 hp at 6,250 rpm and 746 Nm of torque at 5,900 rpm, sending all that power to the rear wheels via a seven-speed dual-clutch transmission. It uses a double-wishbone suspension setup at all four corners, featuring inboard spring/damper units. Braking is handled by carbon-ceramic discs—with six-piston Brembo calipers up front clamping 394 mm discs (and four-piston calipers on the 360 ​​mm rear discs)—and the steering is hydraulic rather than electric.

And then there’s Track Mode. Turn a knurled dial on the steering wheel to the "T" position, confirm with another button press, and the GT instantly drops by 50 mm. It’s as if the underside of the GT turns into a suction cup. It has a dry weight of 3,000 pounds, which likely means it weighs close to 1,500 kg when fully fueled and serviced. That makes it not much lighter than an Audi R8 V10 Plus, whereas a McLaren 675LT has a dry weight of 1,230 kg...

It is a sensational car to drive. Always agile, it is wonderfully balanced, precise, stable, and rewarding. It’s also thrilling. This isn't one of those relentlessly efficient cars that cares too much about lap times to be fun. Instead, it draws you into its world. It is joyful, exuberant, friendly enough to appeal to the less experienced, and capable enough to fascinate seasoned drivers.

No, the engine isn't particularly charismatic or exciting to use, but the power it delivers is undeniable. Just be aware that you’ll experience the thrill through touch, not sound. And if it didn't have this engine—if it had a V8—the design would be different, and the GT wouldn't have its unique edge. Because the aerodynamics, the buttresses, and those extravagant channels aren't just about instant visual recognition; they allow this car to carve out its own niche in the market. It is a fascinating machine.

 

Autonews