Originally Posted by 2112
But money can make her taste better
200K I'd rather have a Viper and the money in my pocket
“It doesn't take a hero to order men into battle. It takes a hero to be one of those men who goes into battle.”
The wife & I just came back from Vegas. While we were there, Jim Wallace @ Shelby Automobiles gave us a tour of the factory. Not only do they build the Cobra's there...But also many Ford prototypes & this Shelby Expedition Prototype was there as well. Jim said they probably won't go into production with it, but who knows? The Chip Foose green '70 Mustang Fastback was also there, that was just built in 7-days at the SEMA show & aired on the TV show "Rides". It was there to have the front suspension finished, which they did'nt have time for on the TV show. EdOriginally Posted by Tabasco Cat
Don't know anything about that...I do know that the green '70 Mustang Fastback(or Sportsroof, as they are called), that we saw at Shelby, are not the same year Mustangs that were made popular by the movie "Gone in 60 Seconds", that have become so popular in the cloning market. The original Gone in 60 Seconds movie used the boxier '71 thru '73 Mustang SportsRoof as a base for "Elianore". The newer movie used the '67-'68 Mustang Fastback as a base. EdOriginally Posted by Strip Poker 388
When it comes to concept cars, manufacturer's typical modus operandi often grates our nerves: Project team designs and develops outrageous concept. Publicity team quietly leaks buzz-building info to media. Executives pull wraps off outrageous concept at name-that-auto-show, then stand around looking far too pleased. There are exceptions, some quite notable, but all too often, show circuit ends, car disappears-until it surfaces years later when its once proud parent company realizes there is money to be made at auction. You didn't expect them to build it, did you?
Take Ford Motor Company. Remember the 1994 GT90 supercar concept? Or the radical, Champ Car-inspired 1996 Indigo? Both-okay, at least one-looked damn good, and each promised supercar thrills at a time when few associated high performance with most of Dearborn's lineup. But Ford intended neither car for production, though it likes to say the V12-powered GT90 paved the way for the 2002 GT40 show car and Ford GT production version being delivered to customers as we speak. Even if you buy this linear corporate spin, 10 years is a long time to wait for the initial project's payoff.
The Ford Shelby GR-1 (short for Group Racing-1) revealed Thursday at the Pebble Beach Concours d'Elegance, could very well represent Ford's next concept-to-roadgoing car, and, thankfully, in far less development time. While company officials neither confirm nor deny production plans, several factors indicate this homage to Carroll Shelby's iconic 1960s-era Daytona Coupeis more than a typical designer's indulgence.
Built on the Shelby Cobra concept's (AW, Jan. 26) chassis, the GR-1 went from paper to Pebble Beach in six months. This example is crafted in fiberglass, though aluminum or composite bodywork would likely be used in any production version. Beneath the soul-stealing exterior, which Ford design vice president J Mays calls, "one of the nicest we've done in the last five or six years," the Cobra concept's aluminum spaceframe remains virtually unchanged.
Like the Cobra, the GR-1 shares its suspension, rear suspension mounts, extruded aluminum chassis rails, rack and pinion steering gear, steering column and four-piston Brembo brakes with the Ford GT. We know from experience that the GT's underpinnings provide world-class ride and handling, and should easily cope with the GR-1's extra power. The 6.4-liter V10, which might not survive if production goes ahead, began its life in the 427 sedan concept shown at Detroit in 2003. The engine makes 605-hp at 6750 rpm and 501 lb-ft at 5500, the same output Ford boasted for the Cobra and enough to run from 0 to 60 mph in less than four seconds. The six-speed transaxle (also lifted from the GT), wheelbase, and track are also unchanged from the roadster, as is, according to Mays, the 52:48 (front/rear) weight distribution. The car rides on the same 275/40 R18 front, 345/35 R19 rear tires, with the rubber mounted on unique, 12-spoke alloys rather than the Cobra's seven-spokers.
While Mays penned the almost conservative Cobra, Ford designer George Saridakis brought a whole new take on the concept to sketch the GR-1. Despite many positive reviews, word is the roadster did not blow away all within Ford, product chief Phil Martens included.
"We had this niggling feeling that we wanted to come back and take a shot at a really sensuous, barn-burner of a car," Mays says. "About once every 10 years, all the pieces just seem to fall together in the right place…George has really cracked the code on finding an almost perfect profile for this car."
It's hard to argue the point, as the GR-1's sharp lines and smooth bulges are the kind you can spend half-a-day staring at without ever turning the key. Besides obvious nods-such as the Kamm tail and side-mounted vents-to Shelby's original Daytona coupe, the GR-1's bodywork harkens back to numerous Italian legends, notably the Giorgio Giugiaro-drawn (on Bertone's behalf) 1964 Alfa Romeo Canguro. According to Ford's press materials, the GR-1's doors open in "butterfly fashion," but Mays is so secretive he won't tell or show us what that means. The car shown at Pebble Beach is simply a rolling chassis with incomplete interior, but Mays assures us a full-on running prototype is just around the corner
Specs & Info:
FORD SHELBY GR-1 CONCEPT: A NEW DIRECTION FOR FORD PERFORMANCE CARS
• Front-engine/rear-drive, two-seat fastback supercar
• Based on Ford GT architecture
• A salute to “performance art” with Carroll Shelby inspiration
The Ford Shelby GR-1 concept springs from a long line of Ford performance project cars and quickly establishes itself as one of the most contemporary and dramatic front-engine, two-seat, fastback supercars. It reaches closer to reality with a 605-horsepower, 390-cubic-inch all-aluminum V-10 engine, a road-tested version of the Ford GT suspension and a stunning new polished-aluminum surface.
Sensuous, perfectly proportioned and wholly modern, this show car builds on the success of the Ford Shelby Cobra concept – the 2004 North American International Auto Show (NAIAS) “Best in Show” winner – and reinforces Ford’s continued commitment to performance.
GR-1 stands for “Group Racer-1” and is a uniquely emotional American sports car design representing the continued desire to include a high-end, limited-production specialist supercar in the Ford brand lineup. Initially unveiled as a design exercise at the Pebble Beach Concours d’Elegance in August 2004, the Ford Shelby GR-1 concept is a sports car salute to “performance art.”
“Last year’s Cobra roadster concept was a small step in our plans for the Ford GT supercar architecture and our relationship with Carroll Shelby,” says J Mays, Ford Motor Company group vice president of Global Design and chief creative officer. “The Ford Shelby GR-1 concept is a giant leap toward the future.”
The GR-1 concept takes Ford’s performance car future in a new direction, combining modern sculptured surfaces and a sleek muscular fastback design into a car that could succeed the Ford GT once its production cycle concludes. The result is a forward-looking supercar with attention-grabbing Ford presence and Carroll Shelby inspiration.
A REALITY BASED CONCEPT
Much like the original Ford GT and last year’s Shelby Cobra concept vehicles, the GR-1 was meant from the outset to be a fully engineered, production-feasible roadgoing, drivable project vehicle.
“With the Ford GT and Ford Shelby Cobra concept, we have a tremendous amount of experience quickly building high-performance cars, like the GR-1, with world-class performance,” says Phil Martens, group vice president, Product Creation. “Our goal this time around was not to create the ultimate top-speed, high-performance sports car. Rather, we intended to strike a better balance of design, capability and usability that might appeal to someone considering a Ferrari 575M Maranello.”
The GR-1 starts with a modified version of the aluminum chassis from the rear-engine Ford GT. The bulk of the rear structure is made from slightly modified Ford GT components, including the massive trellis-like, cast-aluminum suspension nodes, the rear rails and bumper beam, a major cross-member and the brackets used to mount the transmission.
The center portion of the spaceframe also borrows liberally from the Ford GT as major aluminum extrusions are based heavily on existing pieces. At the front of the coupe, the team incorporated extruded main rails, a steering rack cross-member, crash-management sections and the bumper beam from the Ford GT.
“Building a concept car with this level of sophistication is much easier when you start with a world-class supercar like the Ford GT,” says Martens. “This commonality and re-use goes hand-in-hand with our speed and cost efficiency, promising the Ford GT’s bang-for-the-buck equation if the GR-1 goes to production.”
Overall, the Ford Shelby GR-1 concept is more than 2 feet shorter than the Ford GT, with a wheelbase nearly 7 inches shorter. The track width has been reduced by more than an inch. That the concept car and the GT share any parts at all is a testimony to the flexibility of the space frame design and the creativity of the chassis team.
HISTORICAL CUES, MODERN DESIGN
Sinewy, athletic and dramatic describe the GR-1’s “performance art” inspiration.
The Shelby GR-1 concept has evolved into a fully engineered supercar since its debut at the 2004 Pebble Beach Concours d’Elegance. The solid foundation of the Ford GT, transformed first into the underpinnings for the Shelby Cobra concept, is now the heart and soul of the GR-1. All of the sophisticated mechanicals of this extraordinary coupe are wrapped in a sleek, muscular exterior left raw and polished bright.
“A perfect body with smooth, shimmering skin, the new Ford Shelby GR-1 concept is a rolling sculpture whose beautiful, flowing lines belie the raw, beastly V-10 wedged under the hood,” says Mays.
The Ford Shelby GR-1 is a sinewy, athletic design with a long hood that blends seamlessly into the teardrop-shaped cabin with a fastback roofline and falling upper fender line. The car looks as if it is in motion, even when it is standing still.
The optimized wheel arches and compact overhangs define the striking stance while the strong shoulder line and smooth, taut surfaces express the car’s graceful yet athletic nature. The polished aluminum body panels further express the highly sculptured surfaces and define the emotional proportions in dramatic fashion.
The front of the GR-1 is dominated by an air-intake aperture and airflow splitter, directing cool air into the engine bay and wheel wells, while air vents on the upper surface of the hood exhaust hot air from the radiator. Additional intakes and vents perforate the body side to ensure cooling throughout.
The front corners of the GR-1 are dominated by substantial front wheel wells housing 19-inch wheels and tires and trapezoidal High Intensity Solid State (HISS) headlamps that float above the wheel arches. This highly technical lighting package provides powerful illumination in a very compact package, allowing freedom of design without sacrificing nighttime driving visibility.
In the rear, a distinctive Kamm tail tapers to improve wind drag and features integrated transmission cooler outlets and a ground-effects venturi. It is further defined by a strong concave section and bold vertical taillamps.
GR-1 sits on 19-inch, 12-spoke milled aluminum wheels and features Goodyear 275/40/R-19 tires in the front and 345/35/R-19 tires in the rear, mated with the unique Tire IQ system, which allows the driver to monitor precise tire performance.
RACING INSPIRED INETRIOR
The butterfly doors have distinctive teardrop-shaped side-glass graphics that create an elongated appearance, blending seamlessly into integrated door-release handles.
The graceful upward glide of the doors leads into the race-inspired interior that features seats with carbon shells and fixed backs. The carbon shells are connected directly to the sill and tunnel via light weight aluminum spaceframe attachments, and can be adjusted fore and aft by way of an accessible pull ring on the seat cushions’ leading edge. The seats incorporate removable Alcantara comfort inserts that are individually tailored to the occupants’ body type.
The interior door panels feature air-vent apertures and integrated “door close” pockets. The door release employs a pull-ring themed design with quick-release slide action, and an illuminated door lock/unlock indicator. The exposed rear bulkhead cross-car structure braces to the roll hoop and features a snorkel air-register outlet that controls the ambient cabin climate.
Interior cabin technology focuses on driver comfort, enjoyment and entertainment. The instrument panel sports a full complement of analog gauges, including a combination analog tachometer with floating watch-like elements and digital speedometer. The tachometer housing has integrated air registers and an additional Noise Reduction Technology (NRT) output speaker.
The centrally mounted Tire IQ display is a sophisticated driver’s aid designed to inform, warn and even entertain. The Tire IQ system provides the driver and passenger with an animation of vital tire temperature and pressure statistics (via sensors in the tire), along with other key vehicle dynamics such as cornering G forces (via an onboard accelerometer).
The center console features integrated toggles that control the fuel pump, ignition, windows, hood and rear-glass release. The race-inspired push-button starter and “baseball grip” gear knob are situated ahead of the parking brake, which has been incorporated into the tunnel armrest. The quick-release steering wheel has integrated headlamp, wiper and direction indicator controls.
Special attention has been paid to noise reduction on the interior. The rear hatch stowage compartment features a removable MP3/Amp and NRT console, while Audio input/output /recording speakers are integrated into the headrest protection wings on each seat. The speakers can provide a combination of the following:
• Noise-reducing sound waves (NRT) for improved highway cruising noise levels.
• Play or record (for playback) pace notes.
• MP3 Audio
The MP3/AMP/NRT functions can be interfaced through the Tire IQ display via a joystick controller.
Throughout the interior, the leather trim is in slate gray, with color-matched perforated Alcantara leather featured on touch zones such as the gear knob, parking brake, steering wheel, door inserts, and instrument/Tire IQ binnacles. Functional zones such as dials, door release and center console switchgear have been finished in a combination of anodized gunmetal finishes.
Ambient cabin lighting is neatly packaged behind the central headlining panel; an indirect blue glow appears around the periphery offset of the panel. The headlining and upper doorframes are trimmed with a woven aluminum/metalized fabric that lightens the interior ambiance and heightens the slate grey tones of the leather and Alcantara trim. The dark gunmetal-gray flooring also is trimmed in the hard-wearing metalized fabric.
PROVEN CHASSIS COMPONENTS
From the outset, the GR-1 project team intended the concept to perform at supercar levels but with a more “mature” feel biased a little more toward driver comfort than the Ford GT – widely noted for its balance of dynamics and road manners – and last year’s Ford Shelby Cobra concept.
They started by attaching massive 19-inch wheels and tires using the Ford GT suspension system with a few modifications to accommodate the increased weight of a front-engine setup.
The new Ford GT earns praise for its combination of agility, grip and easy-to-drive character, a reflection of its sophisticated suspension design and the expertise of its chassis engineers. The Ford Shelby GR-1 concept applies the best of the GT suspension to a supercar with different performance intentions.
“The biggest difference between the GR-1 and our past efforts is the emphasis on overall driver comfort,” says Rumpel. “And that extends all the way to the compliant yet high-performing capability we built into the suspension.”
DESIGNED-IN SUSPENSION COMPLIANCE
A double-wishbone suspension design with unequal-length aluminum control arms, coil-over monotube shocks and stabilizer bars is used front and rear. The upper control arms are identical at all four wheels and are made with an advanced rheo-cast process that allows the complexity of form associated with casting while retaining the strength of forging. The metal, heated to just below its melting point, is the consistency of butter when it is injected into a mold at high pressure. Pressure is maintained as the part cures, preventing porosity in the final product for exceptional strength.
The steering rack also is borrowed from the Ford GT, with a few modifications. The steering, like the Ford GT’s, draws on Ford’s global driving dynamics DNA introduced with the Ford Focus’ industry-leading steering column featuring light efforts, low friction and high stiffness. Braces between the front shock towers and below the isolated engine mounts improve torsional rigidity and aid steering response.
BIG, POWERFUL BRAKES
With more than 600 horsepower available at the throttle, the brake pedal had to be equally potent. The team set braking distance targets comparable with today’s best supercars, and turned to the Ford GT braking system for suitable components.
Brembo “monoblock” one-piece aluminum brake calipers with four pistons each grab cross-drilled, vented discs at all four wheels. The discs are a massive 14 inches in front and 13.2 inches in the rear, for fade-free stopping power. Brake balance is biased slightly to the front wheels to aid stability.
For packaging reasons, the team devised a novel offset actuation linkage for the brake booster and master cylinder, so the brake pedal can be placed in a normal position even though its hardware is off to the side of the engine bay. The kinematic linkage concept for the remote booster actuation was an idea borrowed from the European Ford Mondeo.
“The unique remote booster had to be just right so you can slow the car in a linear and proportional way,” says Rumpel. “This means the pedal effort and travel are proportional to the vehicle deceleration rate, which is especially important in high-performance sports cars.”
The one-piece, 12-spoke BBS wheels are wrapped by Goodyear Z-rated racing slicks, size 275/40R-19 in front and 345/35R-19 in the rear.
The heart of any supercar is its engine, and the Ford Shelby GR-1 concept does not disappoint.
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