Posted on 01/02/2016 7:32:57 PM PST by MtnClimber
The rumors, the buzz? Confirmed. Ford will unveil a GT-successor at January's North American International Auto Show in Detroit, as anticipated.
Sources close to the program have confirmed to Autoweek that the car -- whether or not it is actually named "GT" in production guise, which it very well might not be -- will undertake a full, factory-backed racing effort in 2016. Specifically, a full-season, two-car effort in the Tudor United SportsCar Championship and, most significantly, the 2016 24 Hours of Le Mans.
The two-car assault will be campaigned by IndyCar -- and Tudor Series -- stalwart, and full-time NASCAR entrant, Chip Ganassi Racing when the United SportsCar Championship opens 2016 with the Rolex 24 at Daytona. Ganassi is presently Ford's lone Prototype-class representative in United SportsCar (following Michael Shank Racing's recent switch to Honda for 2015), where it campaigns a Riley-Ford EcoBoost Daytona Prototype. The team switched from BMW to turbocharged-V6 Ford EcoBoost power for the recently completed 2014 season, winning the 12 Hours of Sebring, as well as on the streets of Long Beach, Calif., and at Circuit of the Americas in Texas, on its way to finishing fourth in the championship.
IIRC, the Mk I GT40s had the 289. All of the homologation copies were probably sold out of that series, before the MkII series with the 427 was phased in. I think a number of the original MkI cars were refitted with MkII engines and transaxles.
Yea, I understand V8 engines and never understood odd multiples of the four IC cycles (Intake, Compression, Combustion, Exhaust). A V4 has one cylinder in combustion for every engine rotatopn. A V8 has two cylinder combustion cycles per rotation allowing for opposite sides of the V8 to fire at the same time to offset vibration.
They could probably do the same with a four-banger, but V-8s are still the sweet spot.
“In a 24-hour race the reliability is also important and really high revving engines often don’t last.”
Yes, that can be an issue at Le Mans. The new Ford GT will use their Eco Boost V6 engine, which will have to turn some serious rpms, as will the Porsche, Ferrari, and some others, while the big GM factory Corvettes will soldier on with big V8 power and a bit lower rpms.
Cobsider the instantaneous torque at the flywheel as a function of crankshaft angle.
“Yes, and my buddy, Joey Hand, will be piloting one of the Ford GTs. Ford is “all in†on the move from the Prototype class to the GTLM class and badly want to win Le Mans on the 50th anniversary of their last win, with the Ford GT40 in 1966.”
Man, 50 years already.
I also live in the mountains at 8,500 ft elevation. My current fast car is a 2013 Audi S6. The 2012 S6 used a detuned version of the Lamborghini V10 engine. My 2013 has a 4.0L V8 twin turbo. It has less peak HP than the V10, but reaches near max torque at 1600 RPM and is much faster. Car and Driver tested it at 0-60 in 3.7 seconds and the turbos make it work at high altitude too.
I know flat plane crank shafts are the current hot thing. I have not studied the subject enough to understand why that is better than a 90 degree crank in a V8 engine. In a non-multiple of 4, I don’t understand enough about torque, vibration, etc.
“They could probably do the same with a four-banger, but V-8s are still the sweet spot.”
Correcting earlier post, they have won with 6,8,10 and 12 cylinder versions; al turbo, some gasoline, later diesel and then diesel-electric hybrid.
Their most common strategy was not fastest pure speed, but most reliable and better fuel economy-giving fewer stops for fueling.
I believe they won something like 12 of 14 years. They were defeated last year by cousin Porsche, which is probably derived from an internal strategy to push Porsche to the front for racing. But Audi’s run is significant historically.
Yes, the Corvettes have ruled in the endurance races for quite a while. At Daytona, Sebring and Le Mans. With the rough track surface, the 12-hours of Sebring may be the toughest. I have been to Sebring and Daytona for probably 20 times each. I worked on a Porsche 911 electronics package for one year. I would have been in the pits, but I was away on a mountain climbing trip in the Andes when the Daytona 24 was run that year. That 911 was run off the road and was totalled in the Pedro Rodriguez corner.
IC engines are basically air pumps. OUTSTANDING! you are are only on i have ever seen that put that forth other than myself on occasion.
the way i was taught was displacement/2*RPM/144 gave you the amount of air an engine ingested and that determined the size of carb in CFM you needed to produce HP.
superchargers and turbos not withstanding
gonna be an interesting year for GT... 8^)
Now, mass air flow sensors tell the computer all it needs to know to inject the right amount of fuel.
https://www.google.com/search?q=ford+gt+race+car+2016&espv=2&biw=1366&bih=635&tbm=isch&imgil=uOO-HoshnroSZM%253A%253BjJflVhtmrxHctM%253Bhttps%25253A%25252F%25252Fwww.youtube.com%25252Fwatch%25253Fv%2525253DqPfW644Zy-s&source=iu&pf=m&fir=uOO-HoshnroSZM%253A%252CjJflVhtmrxHctM%252C_&usg=__iWwTplB02GkR-XUNYbCgD40Sn_g%3D&ved=0ahUKEwjho6OU94zKAhVX32MKHY63AW0QyjcIMg&ei=Y7SIVqHmNNe-jwOO74boBg#imgrc=uOO-HoshnroSZM%3A&usg=__iWwTplB02GkR-XUNYbCgD40Sn_g%3D
A Corvette won outright at the Daytona 24 in 2001! Beating even the prototypes.
I would love to know what current MotoGP bikes are achieving, though their numbers are guarded as close as nuclear bomb designs. Well over 200 hp from 60 cu. inches! And manageable power bands.
https://www.youtube.com/watch?v=7VXYKnkGRPA
100%, but the diameter of the throttle body intake has to match what the motor/air pump can ingest, right? so the formula still holds true, yes?? or is it only a problem if the orifice is smaller than what the engine can ingest therefore limiting what the MAFS tell the injectors what is required and can produce???
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