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Reading entertainment for GT5 car fans.
2006 Ford GT
The Ford GT, if placed next to the '60's era GT40, looks as if it was born from it's predecessor's ashes. The old GT40 was the result of a grudge between Enzo Ferrari and Henry Ford II over a possible merger between the two companies. It was this grudge that Henry Ford II vowed to supplant Ferrari from it's 6 time 24hr of Le Mans win streak. After some failures and bad luck, the GT40 recieved some much needed help from the legendary Carroll Shelby and went on to sweep the podium in 1966 and went on to win 3 more times up to 1969. Though the GT40's racing career was short lived, it was the only racecar from America to ever win overall at Le Mans, and did achieve what it was designed to do: Beat Ferrari.
Ford's centennial celebration of 2004 was nearing and Ford wanted a special car to commemorate the event. The Ford GT was born into concept in time for the festivities, and the production versions followed in late '04 for the 2005 model year. Only 4038 Ford GT's were produced over it's own short model run of 2005 and 2006. Aside from being a special car to Ford, it quickly became a very collectible, yet capable supercar.
The mid engined Ford GT chomps at exactly the same thing it did in the late 1960's: Ferrari. Specifically, the Ferrari F430. While the F430 is a refined, high revving thoroughbred, the Ford GT is a bit abrupt and aggressive in nature. It's handling characteristics are similar, but the GT does its business with a touch anger, as if its holding the grudge. Most of that attitude has to do with the 560hp 5.4L all-aluminum supercharged V8. It touts nearly 60 more horsepower, but its the nearly 500ft/lbs of torque that makes the GT so different than its target competitor. Side by side, straight or curvy, the F430 doesn't stand a chance.
I took the GT to the Top Gear test track to see for myself what makes this car similar, yet so different from the Ferrari. First is the sound. Ignite the supercharged V8 and there is no chance of being discrete with the rumble of the exhaust and the whine of the blower. Tap the throttle and the racecar heritage it was bred from becomes apparent. The GT seats you low in the cockpit, with many retro touches throughout. Peaking into the rearview treats you to a great view of the supercharger. The suspension is firm, limiting pitch and body roll, and the four pot aluminum Brembo calipers clamp down on steel cross drilled vented rotors. Braking was good overall, but it was in this department under heavy threshold braking that I felt like it needed more. It likely could have been my perception given the amount of speed the GT achieves in such short distances, but I couldn't help feeling as if it should be capable of more. If judging by performance, this is where the Ferrari seems better.
First thing you notice when driving the GT is an obstruction of sight from the thick a-pillars. They always seem to be in your line of sight as your approaching a corner. This can be overlooked, but takes a little getting used to. The GT launches without drama, spinning to the top of first gear, and finds it's traction as you shift into second. It accelerates and screams as if it were being chased by a monster. Entering the light left bend approaching Crooner Corner, the GT is remarkably stable when braking or off throttle entering the turn, something that can plague some mid engine sports cars. Maintaining composure through Crooner Curve, the GT charges hard toward Chicago. Breaking early is best in the Ford GT given it's strong tendency to understeer upon corner entry. Enter a corner too fast and the GT plows right through the front tires. Braking early into Chicago, the GT will manage a neat tight line through the apex. Once straightened out, go ahead and put the hammer down, confident the rear will stay in line. Sprint hard toward the Hammerhead, but be mindful of the GT's speed and your braking point. Its at this corner that the GT feels it could benefit from stronger brakes during threshold braking. A few feet off your braking point makes a huge difference in this car. Assuming a successful disipation of speed at entry, coast or lightly power through Hammerhead being sure the GT does not push wide. On exit past the apex, apply power gradually and the rear of the GT will claw harder as you accelerate toward the Follow Through.
Again, mindful of the understeering tendencies of the GT, I slightly jabbed the brakes as I approached the Follow Through to help the GT rotate into a clean steady line. Maintaining speed as I approached Bentley Bend, I set up right and cut in toward the left apron of the bend which allowed me to nearly stay at full throttle. Be careful, however, that if the rear tires begin to lose traction and you try to power through, the GT will find itself in a high speed drift or spin. Trust me, I experienced both scenarios.
When in doubt, lift off the throttle. The GT reacts on demand. Bacharach Bend and Gambon are quite simple and drama free in the GT maintaining great stabilty on entry and exit. Just be sure to brake early and straight to find that clean line to the finish. All told, my best lap for the day was 1:19.462.
I also had the opportunity to drive the Ford GT in Germany at the Nurburgring Nordsleife. Turn for turn analysis would take far too long to explain, but I did want to note that my drive there confirmed the heavy understeer inherent in this car. Early braking to establish a clean line to the apex, and then powering out is the best technique for the GT.
The Ford GT not only lives up to it's ancestor, but offers it's modern performance at a value among the supercar elite at 149,880 credits. There are a few compromises that must be given to the GT that have already been mentioned, but it is a car with a personality and a storied past, with it's own unique attitude and exclusivity. This is a Ferrari the way Americans build them.
2006 Ford GT
560hp ( with oil change)
1451kg
Sport Hard Tires
Tgtt best time: 1:19.462
Nurburgring: 7:48.293
Reviewed by IINOVAII
2006 Ford GT
The Ford GT, if placed next to the '60's era GT40, looks as if it was born from it's predecessor's ashes. The old GT40 was the result of a grudge between Enzo Ferrari and Henry Ford II over a possible merger between the two companies. It was this grudge that Henry Ford II vowed to supplant Ferrari from it's 6 time 24hr of Le Mans win streak. After some failures and bad luck, the GT40 recieved some much needed help from the legendary Carroll Shelby and went on to sweep the podium in 1966 and went on to win 3 more times up to 1969. Though the GT40's racing career was short lived, it was the only racecar from America to ever win overall at Le Mans, and did achieve what it was designed to do: Beat Ferrari.
Ford's centennial celebration of 2004 was nearing and Ford wanted a special car to commemorate the event. The Ford GT was born into concept in time for the festivities, and the production versions followed in late '04 for the 2005 model year. Only 4038 Ford GT's were produced over it's own short model run of 2005 and 2006. Aside from being a special car to Ford, it quickly became a very collectible, yet capable supercar.
The mid engined Ford GT chomps at exactly the same thing it did in the late 1960's: Ferrari. Specifically, the Ferrari F430. While the F430 is a refined, high revving thoroughbred, the Ford GT is a bit abrupt and aggressive in nature. It's handling characteristics are similar, but the GT does its business with a touch anger, as if its holding the grudge. Most of that attitude has to do with the 560hp 5.4L all-aluminum supercharged V8. It touts nearly 60 more horsepower, but its the nearly 500ft/lbs of torque that makes the GT so different than its target competitor. Side by side, straight or curvy, the F430 doesn't stand a chance.
I took the GT to the Top Gear test track to see for myself what makes this car similar, yet so different from the Ferrari. First is the sound. Ignite the supercharged V8 and there is no chance of being discrete with the rumble of the exhaust and the whine of the blower. Tap the throttle and the racecar heritage it was bred from becomes apparent. The GT seats you low in the cockpit, with many retro touches throughout. Peaking into the rearview treats you to a great view of the supercharger. The suspension is firm, limiting pitch and body roll, and the four pot aluminum Brembo calipers clamp down on steel cross drilled vented rotors. Braking was good overall, but it was in this department under heavy threshold braking that I felt like it needed more. It likely could have been my perception given the amount of speed the GT achieves in such short distances, but I couldn't help feeling as if it should be capable of more. If judging by performance, this is where the Ferrari seems better.
First thing you notice when driving the GT is an obstruction of sight from the thick a-pillars. They always seem to be in your line of sight as your approaching a corner. This can be overlooked, but takes a little getting used to. The GT launches without drama, spinning to the top of first gear, and finds it's traction as you shift into second. It accelerates and screams as if it were being chased by a monster. Entering the light left bend approaching Crooner Corner, the GT is remarkably stable when braking or off throttle entering the turn, something that can plague some mid engine sports cars. Maintaining composure through Crooner Curve, the GT charges hard toward Chicago. Breaking early is best in the Ford GT given it's strong tendency to understeer upon corner entry. Enter a corner too fast and the GT plows right through the front tires. Braking early into Chicago, the GT will manage a neat tight line through the apex. Once straightened out, go ahead and put the hammer down, confident the rear will stay in line. Sprint hard toward the Hammerhead, but be mindful of the GT's speed and your braking point. Its at this corner that the GT feels it could benefit from stronger brakes during threshold braking. A few feet off your braking point makes a huge difference in this car. Assuming a successful disipation of speed at entry, coast or lightly power through Hammerhead being sure the GT does not push wide. On exit past the apex, apply power gradually and the rear of the GT will claw harder as you accelerate toward the Follow Through.
When in doubt, lift off the throttle. The GT reacts on demand. Bacharach Bend and Gambon are quite simple and drama free in the GT maintaining great stabilty on entry and exit. Just be sure to brake early and straight to find that clean line to the finish. All told, my best lap for the day was 1:19.462.
I also had the opportunity to drive the Ford GT in Germany at the Nurburgring Nordsleife. Turn for turn analysis would take far too long to explain, but I did want to note that my drive there confirmed the heavy understeer inherent in this car. Early braking to establish a clean line to the apex, and then powering out is the best technique for the GT.
The Ford GT not only lives up to it's ancestor, but offers it's modern performance at a value among the supercar elite at 149,880 credits. There are a few compromises that must be given to the GT that have already been mentioned, but it is a car with a personality and a storied past, with it's own unique attitude and exclusivity. This is a Ferrari the way Americans build them.
2006 Ford GT
560hp ( with oil change)
1451kg
Sport Hard Tires
Tgtt best time: 1:19.462
Nurburgring: 7:48.293
Reviewed by IINOVAII
enjoyed reading it. Thanks for taking the time to write it.
