Ford Shelby GR-1 Concept News **Project dead? (page 1)**
08-03-2004, 12:16 PM
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Ford Shelby GR-1 Concept News **Project dead? (page 1)**
Two-seater may follow Ford GT; automaker eyes 'Viper fighter' for 2007 - - By AMY WILSON | Automotive News - - Source: Autoweek
Ford Motor Co. is one step closer to building another high-priced, low-volume sports car after GT production ends.
Ford has prepared a concept that will be shown Aug. 12 at the Pebble Beach Concours d'Elegance in California. The coupe concept is an evolution of the two-seat Shelby Cobra roadster project shown at the Detroit auto show in January.
Ford product chief Phil Martens sent the Detroit concept back to the design shop this year, saying it didn't "grab my soul."
But he describes the new concept as "droolski," adding: "We're very happy with it."
The company has not said whether it will build the car. But even if Ford has approved the plan, it's unlikely to announce that decision soon. Ford doesn't want to detract from the launch of the GT, which goes on sale this month.
Ford intends to produce about 1,500 midengine GTs during each of the next two model years. The car cannot meet regulatory standards for the 2007 model year.
Ford could introduce a sports car as the GT's halo car successor for the 2007 model year. The Cobra shown in Detroit was based partially on the mechanicals of the GT. Producing a second vehicle with those components would help Ford amortize its GT investment.
The Cobra concept shown in Detroit had a 6.4-liter aluminum 605-hp V10 engine. Ford sources described it as a Dodge Viper fighter that could be priced around $80,000. The GT's sticker is $143,845, including a $1,250 destination charge and a $2,600 gas-guzzler tax.
Ford Motor Co. is one step closer to building another high-priced, low-volume sports car after GT production ends.
Ford has prepared a concept that will be shown Aug. 12 at the Pebble Beach Concours d'Elegance in California. The coupe concept is an evolution of the two-seat Shelby Cobra roadster project shown at the Detroit auto show in January.
Ford product chief Phil Martens sent the Detroit concept back to the design shop this year, saying it didn't "grab my soul."
But he describes the new concept as "droolski," adding: "We're very happy with it."
The company has not said whether it will build the car. But even if Ford has approved the plan, it's unlikely to announce that decision soon. Ford doesn't want to detract from the launch of the GT, which goes on sale this month.
Ford intends to produce about 1,500 midengine GTs during each of the next two model years. The car cannot meet regulatory standards for the 2007 model year.
Ford could introduce a sports car as the GT's halo car successor for the 2007 model year. The Cobra shown in Detroit was based partially on the mechanicals of the GT. Producing a second vehicle with those components would help Ford amortize its GT investment.
The Cobra concept shown in Detroit had a 6.4-liter aluminum 605-hp V10 engine. Ford sources described it as a Dodge Viper fighter that could be priced around $80,000. The GT's sticker is $143,845, including a $1,250 destination charge and a $2,600 gas-guzzler tax.
08-03-2004, 12:17 PM
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I dont see this only as a Viper fighter but also as a Porsche Carrera GT fighter. I mean the over specs, philosophy and dimentions are close.
08-04-2004, 09:46 AM
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Originally Posted by ItalianStallion
never heard this, whats the deal?
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08-13-2004, 09:47 AM
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Ford Shelby GR-1 Concept News
New Shelby Concept Wowing Pebble - - A far sleeker homage to the Cobra — but will Ford build this one? - - by Marty Padgett - - Source: The Car Connection
Ford's sportscar heritage is on full display in the 2005 model year and, not coincidentally, this weekend at the annual Pebble Beach Concours d'Elegance. Ford's 550-hp GT is finally in the hands of its exclusive owners (Jay Leno among them - a red one with white stripes, if you must know) and the 2005 Mustang is in the pipeline. But what comes next as Ford puts the pedal to the metal in its sportscar lineup? Maybe, if you and other collectors ask often enough, this Ford Shelby GR-1 concept could be the third Ford to resurrect the musclecar era in body and soul.
The GR-1 is the result of one of the better collaborations in car history - that between Carroll Shelby and Ford Motor Company.Shelby, 81, who first joined up with Ford in 1952, is one of the "key collaborators" on the stunning concept on display this weekend at Pebble Beach . And as we thought when Shelby showed up alongside the concept that became the 2005 Ford GT, it's not difficult to picture the GR-1 emerging as a successor to that supercar sometime after the GT's run of 1500 units is completed.
The story of the GR-1 is just the latest in the more than fifty years of Shelby/Ford stories, but it owes most of its existence to the recent rapprochement between the company and the man. Since 1965, Shelby had lent his name to a performance version of the then-new Mustang, and over the years, has worked on a variety of Ford's track and production programs. That relationship soured when Shelby followed former Ford President Lee Iacocca to Chrysler Corp. two decades ago. And until 2002, Shelby worked on plenty of side projects, including a car of his own using an Oldsmobile engine.
In 2002 Shelby and Ford made up, and the icon was brought to bear as Ford planned the GT supercar program. The success of that program has since led to even more cooperation, and Ford says that Shelby will have a hand in at least three or four different vehicle programs, starting with a high-performance version of the next-generation Mustang, which hits the streets next year. A Shelby-massaged Ford Expedition was announced this summer as well.
Ford's quest to recapture the Cobra magic took it first in the direction of the 2005 GT. And earlier this year, it showed another concept related mechanically to the GT and dubbed the Cobra. Shelby had become involved in that program in early 2003, and the car's mechanicals showed it: under the hood lie a 6.4-liter V-10 with 605 horsepower and 501 pound-feet of torque through 19-inch rear wheels. Ford and Shelby estimated that the Cobra concept would thrust to 60 mph in 4.0 seconds and hit a top speed of 190 mph. However, the car's slab-sided looks didn't quite convey the essence of the Cobra, and response to its styling was muted.
The GR-1 suffers none of that equivocation. Not only does its stunning shape - penned by Ford designer George Saridakis, with Ford only since 2000 - capture the hard-edged glamour of Sixties racecars, Ford also says the concept is based on the architecture of the production GT supercar. The two-seat, front-engined fastback doesn't rest on the GT's haunches - it draws out a teardrop-shaped style all its own that could prove a convincing sell over the Viper or a super Corvette.
Best of all, Ford confirms that the engine installed is a V-10, as in the 605-hp Cobra concept. At that concept's introduction, Ford execs said that 700 hp for the V-10 was a distinct possibility, given more Shelby-fication.
Ford design chieftain J Mays says the GR-1 isn't merely a better Cobra design: "I see the Ford Shelby GR-1 concept as a gift to Carroll." Whether Ford passes that gift on to the rest of you remains to be seen. Stay tuned to TCC this weekend as we report from Pebble Beach and bring you more on the GR-1 concept.
Ford's sportscar heritage is on full display in the 2005 model year and, not coincidentally, this weekend at the annual Pebble Beach Concours d'Elegance. Ford's 550-hp GT is finally in the hands of its exclusive owners (Jay Leno among them - a red one with white stripes, if you must know) and the 2005 Mustang is in the pipeline. But what comes next as Ford puts the pedal to the metal in its sportscar lineup? Maybe, if you and other collectors ask often enough, this Ford Shelby GR-1 concept could be the third Ford to resurrect the musclecar era in body and soul.
The GR-1 is the result of one of the better collaborations in car history - that between Carroll Shelby and Ford Motor Company.Shelby, 81, who first joined up with Ford in 1952, is one of the "key collaborators" on the stunning concept on display this weekend at Pebble Beach . And as we thought when Shelby showed up alongside the concept that became the 2005 Ford GT, it's not difficult to picture the GR-1 emerging as a successor to that supercar sometime after the GT's run of 1500 units is completed.
The story of the GR-1 is just the latest in the more than fifty years of Shelby/Ford stories, but it owes most of its existence to the recent rapprochement between the company and the man. Since 1965, Shelby had lent his name to a performance version of the then-new Mustang, and over the years, has worked on a variety of Ford's track and production programs. That relationship soured when Shelby followed former Ford President Lee Iacocca to Chrysler Corp. two decades ago. And until 2002, Shelby worked on plenty of side projects, including a car of his own using an Oldsmobile engine.
In 2002 Shelby and Ford made up, and the icon was brought to bear as Ford planned the GT supercar program. The success of that program has since led to even more cooperation, and Ford says that Shelby will have a hand in at least three or four different vehicle programs, starting with a high-performance version of the next-generation Mustang, which hits the streets next year. A Shelby-massaged Ford Expedition was announced this summer as well.
Ford's quest to recapture the Cobra magic took it first in the direction of the 2005 GT. And earlier this year, it showed another concept related mechanically to the GT and dubbed the Cobra. Shelby had become involved in that program in early 2003, and the car's mechanicals showed it: under the hood lie a 6.4-liter V-10 with 605 horsepower and 501 pound-feet of torque through 19-inch rear wheels. Ford and Shelby estimated that the Cobra concept would thrust to 60 mph in 4.0 seconds and hit a top speed of 190 mph. However, the car's slab-sided looks didn't quite convey the essence of the Cobra, and response to its styling was muted.
The GR-1 suffers none of that equivocation. Not only does its stunning shape - penned by Ford designer George Saridakis, with Ford only since 2000 - capture the hard-edged glamour of Sixties racecars, Ford also says the concept is based on the architecture of the production GT supercar. The two-seat, front-engined fastback doesn't rest on the GT's haunches - it draws out a teardrop-shaped style all its own that could prove a convincing sell over the Viper or a super Corvette.
Best of all, Ford confirms that the engine installed is a V-10, as in the 605-hp Cobra concept. At that concept's introduction, Ford execs said that 700 hp for the V-10 was a distinct possibility, given more Shelby-fication.
Ford design chieftain J Mays says the GR-1 isn't merely a better Cobra design: "I see the Ford Shelby GR-1 concept as a gift to Carroll." Whether Ford passes that gift on to the rest of you remains to be seen. Stay tuned to TCC this weekend as we report from Pebble Beach and bring you more on the GR-1 concept.
08-13-2004, 10:15 AM
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More great photos and scoop here:
Ford Shelby GR-1 Concept displays performance art - - Posted by: kak on Friday, August 13, 2004 - 03:24 PM CET - - Source: kak.net
Ford Shelby GR-1 Concept displays performance art - - Posted by: kak on Friday, August 13, 2004 - 03:24 PM CET - - Source: kak.net
08-13-2004, 12:33 PM
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Originally Posted by gavriil
Weight is 3900 pounds? That's way too porky for the category, no?
08-15-2004, 11:30 AM
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Originally Posted by heyitsme
It looks familiar.
08-18-2004, 07:40 AM
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Ford unveils the Shelby GR-1 coupe
Ford unveils the Shelby GR-1 coupe
http://www.autoweek.com/news.cms?newsId=100607
http://www.autoweek.com/files/specia...ages/index.htm
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.
Which brings us back to production. While Mays admits Ford debuted the car at Pebble Beach to predictably and appropriately steal some thunder from honored marque Ferrari, that doesn't explain the plan to build a fully functioning car in the near future. Mays also says Ford will likely bring the GR-1 to the 2005 Detroit show to further gauge public interest. If reaction warrants, the large amount of parts shared with the GT should make production a relative cinch and would help Ford amortize the cost of its supercar project.
With the GT unlikely to continue past the 2007 model year (depending upon whom you ask, Ford still has not decided when it will cease building the car), would not that be the logical, ideal time to launch a production GR-1?
"Internally, there is a hell of a lot of enthusiasm for this car," Mays reassures us. "Over the last couple of years, we feel as though we've done a pretty good job of putting our money where our mouth is. You saw the Mustang as a prototype, and we built it. You saw the GT prototype, we built it. And now we've shown a couple versions of a car with the Shelby name on it, and that must probably mean we're pretty serious about it."
To that we say, build the thing and prove it.
http://www.autoweek.com/news.cms?newsId=100607
http://www.autoweek.com/files/specia...ages/index.htm
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.
Which brings us back to production. While Mays admits Ford debuted the car at Pebble Beach to predictably and appropriately steal some thunder from honored marque Ferrari, that doesn't explain the plan to build a fully functioning car in the near future. Mays also says Ford will likely bring the GR-1 to the 2005 Detroit show to further gauge public interest. If reaction warrants, the large amount of parts shared with the GT should make production a relative cinch and would help Ford amortize the cost of its supercar project.
With the GT unlikely to continue past the 2007 model year (depending upon whom you ask, Ford still has not decided when it will cease building the car), would not that be the logical, ideal time to launch a production GR-1?
"Internally, there is a hell of a lot of enthusiasm for this car," Mays reassures us. "Over the last couple of years, we feel as though we've done a pretty good job of putting our money where our mouth is. You saw the Mustang as a prototype, and we built it. You saw the GT prototype, we built it. And now we've shown a couple versions of a car with the Shelby name on it, and that must probably mean we're pretty serious about it."
To that we say, build the thing and prove it.
01-12-2005, 09:53 AM
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Source: Autoweek
Ford Shelby GR-1 concept
The Ford Shelby GR-1 (short for Group Racing-1) 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 Coupe is more than a typical designer's indulgence.
Ford Shelby GR-1 concept
The Ford Shelby GR-1 (short for Group Racing-1) 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 Coupe is more than a typical designer's indulgence.
01-12-2005, 09:53 AM
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INFORMATION SUPPLIED BY FORD
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.
SHAPELY EXTERIOR
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.
SUPERCAR POWERTRAIN
The heart of any supercar is its engine, and the Ford Shelby GR-1 concept does not disappoint.
Inspired by the biggest, baddest engine of them all – the renowned 427 – Ford engineers created a new aluminum-block V-10 to power last year’s Ford Shelby Cobra concept. This 6.4-liter engine, reprised for service in the GR-1, is adapted from Ford’s MOD engine family. It delivers the rush of raw power – with 605 horsepower and 501 pounds-feet of torque – associated with that big 1960s V-8 powerplant without the aid of supercharging or turbocharging.
This combination of brute force and thorough engineering has created a rarity in the world of auto shows – a concept car that can actually do, rather than merely promise, zero to 60 in under 4 seconds, and would easily exceed 200 mph if not electronically limited.
“After I drove last year’s Cobra concept, I knew we had a winner in the 6.4-liter V-10,” says Carroll Shelby, renowned race driver and consultant on the Ford Shelby GR-1 concept. “We decided to transplant that engine directly into the GR-1 with practically no changes, right down to the rear-mounted transmission, which really helps the weight distribution.”
For approximately three years, the Ford powertrain team has been working on an all-aluminum V-10 targeted at ultimate, naturally aspirated performance. When they bolted this modern-day Boss into a Mustang chassis for evaluation, it only took one drive to confirm its potential.
“When we found out there was yet another concept car with the Shelby name on it, we knew it begged for this engine,” says Graham Hoare, director, Ford Research and Advanced Engineering. “Although it’s not yet ready for production, we’ve reached a credible engineering level for such a serious concept car – and it has a modern soul that matches the Shelby mission.”
ADVANCED TRANSMISSION
While the Ford Shelby GR-1 concept shares a significant amount of technology with the Ford GT and the Shelby Cobra concept, there were several unique engineering challenges met head-on by the team.
First, the 6-speed manual transmission had to be packaged in a way that would not compromise the occupant footwells. “One of the unique solutions we delivered for the GR-1 was the design, engineering and development of a torque-tube driveline, which allows placement of the transmission in the rear of the car behind the occupant zones,” says Manfred Rumpel, manager, Ford Advanced Product Creation.
The rear-mounted six-speed transaxle is identical to the high-performance unit in the Ford GT, with an integral limited-slip differential to drive the rear wheels. Based on the engine’s 7,500-rpm redline and the wide drive ratios, this Ford Shelby GR-1 concept has a theoretical top speed of around 200 mph, although it’s electronically limited – for now.
The transaxle application was necessitated by the desire to fit such a large engine into a compact coupe while leaving enough room for the driver’s legs and feet. With a conventional transmission mated to the back of the engine, the tradeoff between hood length and passenger room often makes for a cramped footwell and dramatically offset pedals.
Mounting the transmission in the rear helped to more evenly distribute the vehicle's weight and increased the footwell area from 16.5 inches to 21.7 inches, resulting in almost 3 inches more legroom than in similar performance vehicles.
The legroom-saving torque-tube driveshaft runs at engine speed, considerably faster than typical driveshafts mounted to rear of the transmission. The spinning inner shaft is supported within a stationary outer tube that stabilizes the engine and transmission in bending and in torsion. The inner shaft taps crankshaft torque via a twin-disc, small-diameter clutch mounted at the rear of the engine.
Computer-aided design was essential in helping the first prototype come together smoothly.
“Because they spin so much faster than driveshafts, these torque tubes can be a challenge to execute properly in terms of vibration,” says Rumpel. “Using our electronic tools, we optimized the location of the driveshaft support bearings, and it ran smoothly on the very first try. This type of modern engineering tool gives us a development advantage that pioneers like Carroll Shelby could only dream about.”
UNIQUE SOLUTIONS
Additional improvements from the Ford Shelby Cobra concept include new, twin fuel fillers exiting the bodywork just aft of each sideview window and mid-way up the rear quarter panel bodywork. These racing-inspired devices feed two individual 10-gallon capacity fuel tanks that reside inside the structural chassis directly behind the passenger compartment.
The battery was also relocated to the rear of the vehicle, deep inside the luggage compartment, further aiding vehicle weight distribution and better shielding the battery package from the intense heat of the engine compartment. A new cooling system, revised from the Shelby Cobra concept, includes a unique hood with twin portals to feed air into the engine compartment.
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.
SHAPELY EXTERIOR
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.
SUPERCAR POWERTRAIN
The heart of any supercar is its engine, and the Ford Shelby GR-1 concept does not disappoint.
Inspired by the biggest, baddest engine of them all – the renowned 427 – Ford engineers created a new aluminum-block V-10 to power last year’s Ford Shelby Cobra concept. This 6.4-liter engine, reprised for service in the GR-1, is adapted from Ford’s MOD engine family. It delivers the rush of raw power – with 605 horsepower and 501 pounds-feet of torque – associated with that big 1960s V-8 powerplant without the aid of supercharging or turbocharging.
This combination of brute force and thorough engineering has created a rarity in the world of auto shows – a concept car that can actually do, rather than merely promise, zero to 60 in under 4 seconds, and would easily exceed 200 mph if not electronically limited.
“After I drove last year’s Cobra concept, I knew we had a winner in the 6.4-liter V-10,” says Carroll Shelby, renowned race driver and consultant on the Ford Shelby GR-1 concept. “We decided to transplant that engine directly into the GR-1 with practically no changes, right down to the rear-mounted transmission, which really helps the weight distribution.”
For approximately three years, the Ford powertrain team has been working on an all-aluminum V-10 targeted at ultimate, naturally aspirated performance. When they bolted this modern-day Boss into a Mustang chassis for evaluation, it only took one drive to confirm its potential.
“When we found out there was yet another concept car with the Shelby name on it, we knew it begged for this engine,” says Graham Hoare, director, Ford Research and Advanced Engineering. “Although it’s not yet ready for production, we’ve reached a credible engineering level for such a serious concept car – and it has a modern soul that matches the Shelby mission.”
ADVANCED TRANSMISSION
While the Ford Shelby GR-1 concept shares a significant amount of technology with the Ford GT and the Shelby Cobra concept, there were several unique engineering challenges met head-on by the team.
First, the 6-speed manual transmission had to be packaged in a way that would not compromise the occupant footwells. “One of the unique solutions we delivered for the GR-1 was the design, engineering and development of a torque-tube driveline, which allows placement of the transmission in the rear of the car behind the occupant zones,” says Manfred Rumpel, manager, Ford Advanced Product Creation.
The rear-mounted six-speed transaxle is identical to the high-performance unit in the Ford GT, with an integral limited-slip differential to drive the rear wheels. Based on the engine’s 7,500-rpm redline and the wide drive ratios, this Ford Shelby GR-1 concept has a theoretical top speed of around 200 mph, although it’s electronically limited – for now.
The transaxle application was necessitated by the desire to fit such a large engine into a compact coupe while leaving enough room for the driver’s legs and feet. With a conventional transmission mated to the back of the engine, the tradeoff between hood length and passenger room often makes for a cramped footwell and dramatically offset pedals.
Mounting the transmission in the rear helped to more evenly distribute the vehicle's weight and increased the footwell area from 16.5 inches to 21.7 inches, resulting in almost 3 inches more legroom than in similar performance vehicles.
The legroom-saving torque-tube driveshaft runs at engine speed, considerably faster than typical driveshafts mounted to rear of the transmission. The spinning inner shaft is supported within a stationary outer tube that stabilizes the engine and transmission in bending and in torsion. The inner shaft taps crankshaft torque via a twin-disc, small-diameter clutch mounted at the rear of the engine.
Computer-aided design was essential in helping the first prototype come together smoothly.
“Because they spin so much faster than driveshafts, these torque tubes can be a challenge to execute properly in terms of vibration,” says Rumpel. “Using our electronic tools, we optimized the location of the driveshaft support bearings, and it ran smoothly on the very first try. This type of modern engineering tool gives us a development advantage that pioneers like Carroll Shelby could only dream about.”
UNIQUE SOLUTIONS
Additional improvements from the Ford Shelby Cobra concept include new, twin fuel fillers exiting the bodywork just aft of each sideview window and mid-way up the rear quarter panel bodywork. These racing-inspired devices feed two individual 10-gallon capacity fuel tanks that reside inside the structural chassis directly behind the passenger compartment.
The battery was also relocated to the rear of the vehicle, deep inside the luggage compartment, further aiding vehicle weight distribution and better shielding the battery package from the intense heat of the engine compartment. A new cooling system, revised from the Shelby Cobra concept, includes a unique hood with twin portals to feed air into the engine compartment.
01-12-2005, 11:32 AM
#21
Moderator Alumnus
I can't wait to go to the Chicago autoshow and see it! 
I think the chrome/polished finish is a bit over the top though. Look better in a solid color.
I think the chrome/polished finish is a bit over the top though. Look better in a solid color.
06-08-2005, 11:43 AM
#24
Moderator Alumnus
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Project dead?
MT mag is reporting that the GR-1 project is close to dead within Ford Motor Company. Ford decided to spend the money into mainstream product. The mag says that this probably means that the Ford GT factory will "simply be shuttered" after the GT's run ends.
06-08-2005, 11:55 AM
#25
Originally Posted by gavriil
MT mag is reporting that the GR-1 project is close to dead within Ford Motor Company. Ford decided to spend the money into mainstream product. The mag says that this probably means that the Ford GT factory will "simply be shuttered" after the GT's run ends.
06-08-2005, 11:57 AM
#26
Senior Moderator
Originally Posted by gavriil
MT mag is reporting that the GR-1 project is close to dead within Ford Motor Company. Ford decided to spend the money into mainstream product. The mag says that this probably means that the Ford GT factory will "simply be shuttered" after the GT's run ends.
Aren't they assembled by Saleen anyway?
01-21-2019, 10:25 AM
#28
Moderator
https://www.motor1.com/news/301760/f...-1-production/
Almost 15 years ago, a very shiny 1964 Shelby Daytona Coupe-inspired fastback concept debuted at the Pebble Beach Concours d'Elegance – the 2005 Shelby GR-1 Concept. But sadly, Ford never got to put the GR-1 concept into production due to the lackluster of the Ford GT at that time, The fear of heading down the same road stirred the plan to produce the awe-inspiring concept into oblivion.
But that plan never reached the bottom of its six-foot grave. Superformance recently announced that it inked a deal with Ford and Shelby to make the Shelby GR-1 under the Low Car Volume Manufacturers Act. And right now, there are more details about the powertrain that would reside under the upcoming supercar's hood.
According to Robb Report, Lance Stander, CEO of Superformance, has disclosed that the production Ford Shelby GR-1 won't be powered by the concept's original 6.4-liter all-aluminum V10. Instead, it would have a supercharged V8 mill that's close to what the Mustang Shelby GT500 has. Even the power output would be on the same ground, which should be way above 700 horsepower.
Stander and his team came to this decision because of one thing: Ford doesn't have a V10 engine in its linep, except those that are used by its trucks. Since the deal with the production GR-1 is with Ford and Shelby, Superformance would like to build the car with a production engine from Ford.
As for its transmission, it looks like Superformance is going for the same Tremac dual-clutch transmission in the Shelby GT500. But the good news is, Stander confirmed that they are planning a six-speed manual for the GR-1.
Superformance will produce up to 325 units of the Ford Shelby GR-1, but Stander said that they will launch 100 to 200 Special Editions first, which will be all aluminum bodied, with the option to go painted or polished, just like the concept car.
But that plan never reached the bottom of its six-foot grave. Superformance recently announced that it inked a deal with Ford and Shelby to make the Shelby GR-1 under the Low Car Volume Manufacturers Act. And right now, there are more details about the powertrain that would reside under the upcoming supercar's hood.
According to Robb Report, Lance Stander, CEO of Superformance, has disclosed that the production Ford Shelby GR-1 won't be powered by the concept's original 6.4-liter all-aluminum V10. Instead, it would have a supercharged V8 mill that's close to what the Mustang Shelby GT500 has. Even the power output would be on the same ground, which should be way above 700 horsepower.
Stander and his team came to this decision because of one thing: Ford doesn't have a V10 engine in its linep, except those that are used by its trucks. Since the deal with the production GR-1 is with Ford and Shelby, Superformance would like to build the car with a production engine from Ford.
As for its transmission, it looks like Superformance is going for the same Tremac dual-clutch transmission in the Shelby GT500. But the good news is, Stander confirmed that they are planning a six-speed manual for the GR-1.
Superformance will produce up to 325 units of the Ford Shelby GR-1, but Stander said that they will launch 100 to 200 Special Editions first, which will be all aluminum bodied, with the option to go painted or polished, just like the concept car.
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