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2007 Shelby Cobra
GT500 - Chassis |
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Much like its design inspiration, the 450-plus-horsepower
Ford Shelby Cobra GT500 show car embodies the performance reputation
of the 1960s Shelby Mustangs in a thoroughly modern sports car intended
to compete with the world's best. Ford's Special Vehicle Team (SVT)
is engineering the GT500 as a standard for balanced driving dynamics
– great straight-line performance, precise handling and a
comfortable ride – just as vintage Shelbys set the bar in
their time.
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"The Shelby Cobra GT500 will take SVT-tuned
Mustangs to a new level," says Phil Martens, Ford group vice
president, Product Creation. "We are combining SVT's modern
engineering expertise with Carroll Shelby's enduring Mustang legacy
to create what we think will be an instant classic just like the
2005 Mustang."
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| The GT500 chassis development
started during the 2005 Mustang program, when the basic
vehicle geometry of the chassis structure was tested
and validated on a number of racetracks. The result
is a solid chassis that has won acclaim from media and
customers alike. Beginning with this rigid platform,
SVT chassis engineers are honing the GT500's handling
to a razor's edge. |
Track tested and
race-proven chassis
Prior to his assignment as director, Advanced Product
Creation and SVT, Hau Thai-Tang served as chief engineer
for the 2005 Mustang. |
| "We spent a lot of
time at the track developing the new Mustang and ensuring
it was capable of handling future performance derivatives,"
says Thai-Tang. "Media and customer reactions have
been extremely positive in terms of chassis dynamics."
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The race-prepared Ford
Racing Mustang FR500C is another example of the platform's prowess
as it was built ground-up from the base Mustang body structure and
suspension geometry to run in the production class form of road
racing, the Grand-Am Cup series.
"In terms of performance, the Mustang's solid rear axle setup
in the GT500 has been proven in race competition this year with
a Mustang FR500C taking the checkered flag at the season-opening
Grand-Am Cup race at Daytona," says Thai-Tang. "First
race, first win; not bad against the best from Germany and Japan." |
| "SVT and Ford Racing
will be working closer than ever as we go forward on future projects,
especially Mustangs" continues Thai-Tang. "The FR500C racing
program demonstrates the capability that we engineered into this car,
and now we have both a Daytona victory and the return of the GT500
to showcase the performance possibilities of the Mustang." |
SVT chassis engineers
tune for precise, balanced handling
The 2005 Ford Mustang has already won rave reviews for its competent
handling, thanks to intelligent re-engineering of its suspension designs:
a revised MacPherson strut independent front suspension with "Reverse
L" lower control arms and a solid-axle, three-link rear suspension
with coil springs and a Panhard rod. |
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To create the Shelby Cobra GT500, SVT engineers
are using real-world experience gained during more than 12 years
of building great-handling SVT Mustang Cobras. The result will be
SVT's signature chassis tuning with a balanced, performance-tuned
ride that still maintains the compliance required for everyday driving.
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SVT engineers are recalibrating the front and
rear shocks and upgrading the front and rear stabilizer bars and
revising spring rates. To dial-in even crisper steering response
into an already rigid chassis, SVT is adding special shock-tower
bracing and an additional structural "K-Member" for track-capable
performance. Ride height is being lowered both front and rear.
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Key to the GT500's three-link rear architecture
is the Panhard rod that provides precise control over the rear axle.
A central torque control arm is fastened to the upper front end
of the differential, while trailing arms are located near each end
of the axle. The lightweight, tubular Panhard rod runs parallel
to the axle and attaches at one end to the body and at the other
to the axle. SVT is tuning the rod bushings to handle the extra
torque of the GT500 powertrain and firmly control the axle during
hard cornering.
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Constant-rate coil springs and outboard shocks
are also specially tuned for a controlled yet compliant ride. The
shocks are located on the outside of the rear structural rails,
near the wheels, reducing the lever effect of the axle and allowing
a more precise and slightly softer tuning of the shock valves. The
GT500 incorporates a separate upsized rear stabilizer bar to reduce
body lean, adding to the sophisticated handling precision and performance.
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| 19-inch tires and 14-inch
cross-drilled brakes complete the GT500 chassis |
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To put a stop on the GT500's power and handle
its high-performance capability, SVT has employed some of the biggest
brakes in the business. Continuing SVT's legacy of great-braking
Mustangs, the GT500 features 14-inch cross-drilled Brembo brake
rotors up front, clamped by four-piston aluminum calipers. The rear
features 13 inchers with two-piston calipers. Unique 19- x 9.5-inch
aluminum split-five-spoke wheels are wrapped in P255/45ZR19 high-performance
rubber to help secure the GT500 to the road.
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