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The Blue Oval revs up the GT's successor... possibly under the Lincoln nameplate!
When Ford reincarnated the GT40 as the Ford GT, the Dearborn company launched more than a look-alike GT40—it rekindled the fire of Ford excellence among enthusiasts. The mid-engine supercar delivered no-excuses performance and surprising daily-driver competence, a combination signaling Ford was again among the world’s elite car makers.
Since the Ford GT’s brief run—it zoomed through just the 2005 and ’06 model years—Ford has continued its impressive forward march. It weathered the financial downturn with grace and without taxpayer assistance, and has continued to develop innovative new products. But it has done so without a flagship to highlight its energy or excellence; isn’t it time for Ford to again revisit the greatest car it ever built, the iconic GT40?
We think so. Ford certainly has the building blocks already in-house. Its fresh 5.0-liter twincam, 4-valve V-8 with independent valve timing is the perfect basis for a new Ford GT engine. The naturally aspirated 412-bhp “Coyote” V-8 was designed from the first to package direct gasoline fuel injection, and its front engine dress already provides for a belt-driven supercharger. Given its state-of-the-art breathing and advanced cooling, the 5.0 could reach 600 bhp with streetable boost, and because it is smaller and lighter than the Ford GT’s 5.4 V-8, the car would handle better, too.
Alternately, Ford could showcase its EcoBoost technology—the combination of direct fuel injection and turbocharging—by fitting it to the 5.0-liter V-8 in a new Ford GT for even greater power on pump gasoline. However, with Ford on a weight-reduction diet, a large V-8 might be out of the question, making the rumored EcoBoost 3.5-liter V-6 engine a better fit. It’s no secret the EcoBoost V-6 is not overly stressed in its current applications; due to limitations of the front-wheel-drive transaxle it’s held to just 350 lb.-ft. of torque in the Taurus SHO, for example. In the more robust F-150, the same engine delivers 420 lb.-ft. of torque along with 365 bhp. Rumors have a 400-bhp EcoBoost V-6 already in testing, with more power possible given a displacement increase. Ford already has a naturally aspirated 3.7-liter version of the 3.5 EcoBoost engine in production that might serve that purpose.
But wouldn’t an avant-garde flagship benefit from a more exotic or even a hybrid powertrain? Perhaps, but given the GT’s approachable pricing and relatively high sales goals, an expensive, heavy, redundant electric hybrid drivetrain is not a good fit, and Ford is not known for sports-oriented diesels like German carmakers, or the far-reaching fuel-cell technology we associate with Honda. Instead, Ford is dedicated to its here-and-now combination of direct injection, turbocharging and variable cam timing bundled under the EcoBoost banner. Although there is no word on the chassis and driveline layout, we expect the new GT to be a rear-biased all-wheel-drive design, aided by the latest electronic aids. A bit of drive to the front wheels will lend this new GT a granite-slab stability that strikes the appropriate balance between dry performance and all-weather security.
As for design, the Ford GT patterned itself off the athletically compact GT40 Mk II. But the lithe animal magnetism of the GT40 Mk IV, one of the most seductively voluptuous set of curves ever unleashed upon helpless men, has yet to be tamed for the street. What a visceral coup to combine such aerodynamics, modern V-8 power and Ford’s electronic leadership in one package.
To get a proper gauge on what the Dearborn company might do to create a new GT, we’ve commissioned three artists to create their own versions of Ford’s supercar. The first, Camilo Pardo, has the distinction of being the talented designer who so beautifully captured the essence of the original with the current (but discontinued) GT. Pardo no longer works for Ford, but he clearly has some great ideas as to the styling direction of a new GT. Our other two designers, Lars (Larson) Sältzer and Radovan Varicak, may be familiar to readers because they have had their creative work appear in R&T for more than a decade.
Our goal with these three illustrations of the possible new Ford GT is simple and twofold—we want to encourage Ford to build a new American supercar, and we want you, the reader, to help us pick the best design. We encourage you to do this by scanning our 2D codes, texting or visiting roadandtrack.com/vote and voting for your favorite. We promise to send the results to Ford.
With any luck, perhaps we’ll see a new GT, say, five years from now as a 2016 model—what better way to mark the 50th anniversary of the GT40’s first win at Le Mans? And of course, the new GT must go back to the French circuit to recapture the sound and image of a Ford GT Mk IV thundering down the Mulsanne, with headlights blazing and moonlight curved over its arching fenders.
The Lincoln Connection
Like a lonely exhaust note heard from miles away, faint whispers are telling us that Ford’s next supercar may not be a GT, but rather…a Lincoln.
Using the time-honored 2-seat mid-engine formula, the rumored super Lincoln is more about suave sophistication than performance dominance. It will highlight reduced weight and increased efficiency over outright brawn, neatly sidestepping the already crowded faster-than-you mid-engine market. Interest will come from a good power-to-weight ratio rather than piling on muscle, and relevancy is ensured by sub-stratospheric pricing of under $150,000. A true mass-market automaker, Ford prefers its upcoming flagship be a real-world package designed to sell in the thousands, not the hundreds.
If a Lincoln supercar seems odd compared to a more conventional upgraded Ford GT derivative, it makes good sense in Ford’s conference room. From Dearborn’s perspective the Blue Oval’s performance credentials have been repeatedly stamped “valid” thanks to a strong Mustang GT, chest-thumping Shelby GT500 and yes, the recent Ford GT. In the current green climate, adding another Ford-branded supercar on top of this already powerful performance-car line seems counterproductive to Dearborn management.
On the other hand, Lincoln must move up. With Jaguar, Volvo and Mercury now gone, Lincoln is Ford’s sole premium brand, and it currently doesn’t quite punch at its weight. In fact, many of Ford’s better offerings are surprisingly upscale when fully optioned, quietly delivering nearly every comfort and feature of their Lincoln counterparts. With Lincoln’s goal to pull ahead of the already advanced Fords and join the world’s elite, the storied luxury brand needs an attention-getting flagship to reposition itself against the best European and Japanese premium brands.
With Lincoln’s luxury association already firm, along with a growing appreciation for its newfound trouble-free quality, repurposing Lincoln means an injection of performance and cutting-edge technology is necessary.
If a 400-bhp EcoBoost V-6 appears somewhat conventional in supercar context, its performance in a classy, lightweight mid-engine sportster would be exhilarating. The recent Ford GT employed a thirsty, supercharged 5.4-liter V-8 to reach 200 mph and low 12-second quarter-mile times, performance goals sufficient for the Über-Lincoln to hold anyone’s attention. And that should be easy given the EcoBoosted V-6’s superior torque yet revvable top-end in a lightweight awd chassis.
Where the stereotype-busting Lincoln could easily make headlines is in electronics. Besides the next incremental steps in braking and stability control, don’t be surprised to find the Lincoln cannot only parallel park itself, but can autonomously drive itself. The foundations of such technology are already present in current Fords and Lincolns. Electrically assisted power steering has made integrating self-parking, and by extension, self-steering, relatively easy, while radar-guided speed control and augmented braking provide the electronic “eyes” a self-driving car requires. Much work remains in optimizing the software to more accurately recognize what the radar surveillance is telling it, but Ford engineers are already saying self-driving cars will be an emerging reality in four years. What better way for Lincoln to one-up the world when re-inventing itself as a technology leader.
Similarly, the goal of the super Lincoln’s interior is to be second to none. Expect the finest materials and most complete electronic integration conceivable. Increased integration into the owner’s daily life is already well underway with Ford’s Sync connectivity service, and is it too much of a stretch to imagine Lincoln’s supercar seamlessly synchronizing both workplace and household to-do lists on a dash-mounted display? It seems almost a given if the Lincoln is already doing the driving.
If a classy, hot-rod Lincoln seems too out of character, recall that Lincoln-Mercury dealers once sold such a car, the Pantera. Ultimately, that attempt at injecting luxurious high-tech perform-ance into Ford’s premium-brand dealerships fell to poor build quality from a distant supplier. But those are problems Ford solved long ago, and as Ford goes from engineering to financial strength, returning Lincoln to the forefront of automakers seems the next logical step.
McLaren is working on a top-secret shooting brake estate, Auto Express has learned – and we’ve produced these exclusive images to show how it could look.
The new model will be based on the MP4-12C and will be similar in concept to the Ferrari FF – although it won’t have the Ferrari’s £230,000 price tag. Instead, McLaren will position the car as a more practical alternative to range-topping Porsche 911s, with a price of around £150,000.
The two-seater will have more boot space than the MP4-12C, but will still offer the same incredible performance. That’s thanks to its lightweight carbon-fibre construction and 592bhp 3.8-litre twin-turbo V8 – which will deliver 0-60mph in around three seconds and a top speed of 205mph.autoexpress
Porsche is set to crown its upcoming Macan line-up with a fiery 370bhp-plus Turbo-badged range-topper that will establish a new performance 4x4 niche when it hits UK showrooms in October next year.In the absence of dedicated performance variants of rivals such as the BMW X3 and Range Rover Evoque, Porsche expects the Macan Turbo to carve out a niche as the fastest and most dynamic model in the class — something that it achieved with the bigger Cayenne.The top-of-the-line Macan will be the first car powered by Porsche’s still-secret new twin-turbocharged V6 petrol engine, details of which are revealed here for the first time.Developed in-house at Porsche’s R&D centre in Weissach, Germany, the twin-turbo V6 is understood to have a 90deg vee and a capacity of 3.0 litres. It is believed to be a variant of the 3.6-litre V6 that powers entry-level Cayenne and Panamera models.Peak power and torque are said to be in the region of 370bhp and 400lb ft thanks to twin sequential Borg Warner turbochargers, an air-to-air intercooler system and other internal modifications, including a lower compression ratio than that of the normally aspirated 3.6-litre engine. That’s an increase of about 80bhp and 105lb ft over the non-turbo 3.6.The Macan is based on the Volkswagen Group’s next-generation large front-wheel drive and four-wheel drive platform, known as MLB. As a result, the new V6 is mounted longitudinally and drives all four wheels through an Audi-engineered, Porsche-tweaked Torsen torque-sensing differential. The rear axle features electronically controlled torque vectoring for the rear wheels to improve turn-in and cornering grip.The choice of transmissions will be a standard seven-speed manual (a development of the latest unit in the 911) or an optional seven-speed, dual-clutch PDK automatic (also911 derived).The powertrain has already been undergoing intensive testing under the bonnet of inconspicuous-looking Audi Q5 and Cayenne prototypes.Porsche’s engineers have also been working hard to provide the Macan with a more sporting character than its Q5 twin by comprehensively retuning the underpinnings.So although the mechanical componentry — including strut front and multi-link rear suspension — is shared, the Macan gets unique elasto-kinematics thanks to specific bushes, springs and damping rates.The same goes for its electro-mechanical steering system, which has benefited from Porsche’s experience in tuning similar hardware now used across its line-up.“We’ve surprised even ourselves,” said Porsche development boss Wolfgang Hatz. “It drives incredibly well and, from what we’ve seen from the competition, will be the most sporting car in its class.”Among the developments that Porsche is working on is a unique, wide-track front axle and rear-drive torque bias from the Torsen centre differential.At the same time, Porsche insiders suggest that their new junior SUV will boast sufficient ground clearance to ensure that it delivers what they describe as “confident off-road ability”. This is despite the lack of low-range gearing and locking differentials.As confirmed in an official sketch of the new model made public in February, the Macan will feature a five-door layout similar to that of the Cayenne. It will be the fifth main model line for Porsche, joining the existing Boxster/Cayman, 911, Cayenne and Panamera lines.Considered a crucial component in chairman Mathias Muller’s plans to lift Porsche’s annual sales above 200,000, it will be assembled at the German car maker’s Leipzig factory alongside the Cayenne and Panamera.The Macan is somewhat smaller than the Cayenne, with an overall length of about 4.6m, width of 1.89m and height of 1.65m. That’s about 210mm shorter, 50mm narrower and 40mm lower than its bigger brother.It will have a modern-looking cabin closely related to the Cayenne’s, complete with trademark features such as the dashboard-mounted starter, sited to the right of the steering wheel on UK models.With seating for up to five, the Macan is tipped to offer 520 litres of luggage volume, slightly less than an X3 or Q5.As well as launching the new twin-turbo 3.0-litre V6 petrol engine, the Macan will be distinguished for another reason. It will be the first Porsche since the 968 ceased production in 1995 to be sold with a four-cylinder engine.Nothing is official yet, but Porsche sources acknowledge that their new model will follow the Q5 in offering a base 2.0-litre turbo petrol motor.Set to become the volume seller of the line-up, the four-cylinder petrol unit is likely to deliver about 220bhp in the base Macan — sufficient for projected 0-62mph acceleration of 7.5sec and a 143mph top speed.It won’t be the only four-cylinder engine for the Macan, though. Also planned is a 190bhp 2.0-litre turbodiesel that’s said to have recorded 45mpg in testing — a figure that promises to make it the most economical Porsche model yet to make series production.In line with other Porsche models, the Macan will come as standard with a range of fuel-saving features, including automatic stop-start, brake energy recuperation, on-demand operation of engine ancilliaries and, in higher-end models, a ‘sailing’ function that uses a clutch to disengage the engine on a trailing throttle and during descents.Sitting just below the Macan Turbo will be an S model powered by the same 295bhp normally aspirated 3.6-litre V6 used in the Cayenne.It will be joined by a Macan Diesel S using the 250bhp 3.0-litre V6 turbodiesel found in the Panamera.Also planned, primarily to boost North American sales, is a Macan Hybrid running the same parallel petrol-electric drivetrain used in the Q5 Hybrid. It mates a 208bhp turbocharged 2.0-litre,four-cylinder petrol engine with a 54bhp electric motor.Porsche is also in negotiation with Audi to secure the latter’s new 309bhp twin-turbocharged 3.0-litre V6 diesel, recently launched in the A6, for a possible seventh model: the Macan Diesel Turbo. This engine is due to power a hot SQ5 model from September.However, Audi officials, already smarting from having to share the Q5 underpinnings with Porsche, are said to be resisting pressure to share this diesel with the Macan. Contracts have already been signed for it to go into the Panamera and Cayenne.
by autocar
Since the Enzo’s departure in 2004, Ferrari has had an empty spot at the top of its lineup. As of this fall, that will no longer be the case – Ferrari is just finishing preparation of a new supercar to fill in as a brand-leading halo car. What you see in these illustrations is our artist’s interpretation of what the next-generation Ferrari halo car might look like.
The new car – which will likely be called F70, in keeping with the previous F40 and F50 models – will maintain the old Ferrari flagship’s striking design (as seen in these renderings by Scott Olsen), rear-wheel drive, and mid-mounted engine, but little else. It had been rumored that the Enzo’s replacement would eschew the traditional V-12 powerplant in favor of a direct-injected, twin-turbo V-8, but that won’t be the case: the F70 will likely use the same 6.3-liter V-12 as the F12 and FF gran turismos, but in a much more powerful guise. In F70 tune, that twelve-cylinder should produce about 800 hp, and it will also be paired with KERS (kinetic energy recovery system) driveline that includes a 120-hp electric motor. That motor allows zero-emission travel under light load, but can also assist the V-12, bringing the car’s net power output to 920 hp. Don’t assume a twin-turbocharged V-8 is entirely down for the count just yet – it’s quite likely that the F70 will serve as the swan song for the engine, which will in all probability eventually be superseded by a twin-turbo V-8.
Since the weight target of the carbon-fiber supercar was clearly inspired by the Millechili (1000 kilogram, 2200 pound) concept, the F70 should come close to the track-only FXX, which weighed just 2550 pounds. Despite the carbon fiber body, Ferrari is planning to use copious amounts of aluminum – including an aluminum chassis – to keep construction complexity down. Ferrari wants the F70 to be quicker off the line and faster overall than the 1001-hp Bugatti Veyron. Don’t be surprised to see weight savings help the F70 best the 0-62 mph time of 2.46 seconds held by the Veyron.
Rumor has it the Ferrari F70 will make its debut this fall to select Ferrari customers before it’s formally unveiled in the spring of 2013, most likely at next year’s Geneva motor show., and then to the public in the spring, most likely at the Geneva show. With the previous Enzo costing around $700,000, it wouldn’t be surprising if Ferrari stuck a seven-figure price tag on the new car.
motortrend
Is Toyota planning a four-door FT model?
General Motors is wrestling with development of the next-generation Chevrolet Camaro.
GM views the current car as a big success, and the automaker is cautiously taking steps to avoid — well, let's call it screwing up the redesigned Camaro. The car is due in the fall of 2015.
What's the issue? Well, there are several, says Al Oppenheiser, Camaro's chief engineer.
Weight reduction is one.
"We always get hammered for mass, and that's not going to be getting easier going forward" with the upcoming CAFE regulations, Oppenheiser said.
"Displacement, number of cylinders, all of these things you need to think about."
Then there's styling.
"This is a very successful car," he said during an interview this month at a Chevrolet press event. "In some ways it is actually going to be tougher" to create the redesigned car, which will be the Camaro's sixth generation.
"Do you make it look like a second-gen?" he said, refering to the 1970-1981 Camaro. Or "do you make it look like the first gen?" -- a reference to the 1967-1969 model.
Oppenheiser won't say which direction the team is leaning, but you can understand the concern.
Camaro held 42 percent of the rear-drive performance coupe market in 2011, composed of the Ford Mustang, Dodge Challenger and a recent newcomer, the Hyundai Genesis coupe.
Chevrolet sold 88,249 Camaros last year, followed by Mustang, 70,438, and the Challenger, 39,534.
Hyundai sold 32,998 Genesis vehicles last year, but that includes the coupe and the sedan. Hyundai does not release separate numbers; the Automotive News Data Center estimates coupe sales at around 40 percent of all Genesis sales, which would be 13,199 coupes.
This year the Camaro has nearly 40 percent of the market. Mustang sales are up, giving it about 35 percent share.
On the horizon is the redesigned Mustang, expected for the 2015 model, the car's 50th anniversary. Though Oppenheiser didn't mention it, the new Mustang has the potential to become the No. 1 player, surpassing Camaro.
Oppenheiser stays in close communication with Tom Peters, design director for GM's performance cars. Peters' group is designing the next Camaro.
"We talk with our teams about what would you do to top [the current Camaro] or not top it, at least make sure you don't lose what you have today."
Said Oppenheiser: "We always have to stay fresh and ahead. [But] we do not want to lose the fact that we have nearly 40 percent of the market."
The Lamborghini Gallardo has been a smash hit for the company—more than 12,000 have been sold; the next bestseller for the brand is the discontinued Murciélago, at 4099—so it will be key to get its replacement right. We recently spoke with Lamborghini CEO Stephan Winkelmann, and his comments, as well as information gleaned elsewhere, have given us additional hints at what to expect when the car arrives sometime next year.
First, Winkelmann stated that the car will make “a clear cut” from the Gallardo, especially visually. “We always say that design is not an evolution but a revolution, and this will be the philosophy of the follow-up to the Gallardo.” We’d guess that the car will take on more of the menacing angularity of the Aventador flagship, although don’t expect it to adopt its sibling’s carbon-fiber-intensive construction. (Winkelmann: “What we have done for Aventador is not necessarily the right thing to do for a different car.”) This will help keep pricing where the merely rich—as opposed to the hyper-wealthy—can afford the car.
The next entry-level Lambo will ride on the VW Group’s modular sports-car architecture (a.k.a. MSS), which also will underpin the next Audi R8, as well as future Porsches. Stephan Reil, head of development at Audi’s Quattro performance subsidiary, tells us that the Gallardo replacement and the next R8 will share 15- to 20-percent more parts than do the current cars.
Estoque pictured
As for powertrain, the current V-10 is likely to be retained (with more power; it should near 600 horses), and will mate to a dual-clutch automatic transmission. As we reported last fall, there will be no traditional manual.
