Something of interest

quote:

Originally posted by PanteraDoug:
There was recently an attempt here to discuss the relationship of the Ford GT40 to the Pantera.

Here is something that explains some of the internal Ford relationships that indirectly effect the Pantera.


It's good reading all around.

You might notice the similarity of the rear "upright" casting? Kind looks like the Pantera's doesn't it?

http://racing.ford.com/enthusi...&emailid=FP_FASTNEWS

Fascinating what a grand post thank you Peter.

an interesting aspect from that article for me is that my introduction to computers in the 70's was punching FORTRAN code to solve 4 bar link simulation on the next series of IBMs, the 360

Here's a picture of the Lola GT right after Ford bought it and it became the Ford GT40.

The picture is outside the Ford design studios in Dearborn.

Needs a little work right?

Ford tested two nose configurations at first in their wind tunnel. The car was a scale model.
A high nose and a low nose.
Neither one worked well on the track.
Neither is even close to the final ones that worked although the faster they got the cars to go the more the nose needed to be reconfigured.
This picture from TransAmEd.

The current term of 'lifting' or 'stealing' others designs is referred to as 'modelling'.

Look at the angle of the front decklid in comparison to the Pantera. Particularly in the top ^ picture. Very similar?

Even IF you could patent a design in the US, if you can show 3 changes to it, it's becomes yours.

Lots of work for 'infringement lawyers' I think?



Over 200mph is something of recent development and consideration.

When the movie "Grand Prix" was shot in 68 or 69 the Formula 1 cars were only at around 180-185mph.



The Cobra Daytona Coupes were conceived of to break the 150mph wall the Cobra roadsters ran into. The result was a 175mph car.

GT's like the Pantera were conceived of as German Autobahn cars. So something like 150 was probably the limit of their design consideration or their imagination.

After all, that is 1968-1969 think.



A hydraulic lifter engine with a 5500rpm limit was enough to do that and relatively inexpensive to warranty?

A Boss 351 was available and could have been standard but was not in character with the Ford L-M luxury sports car Ford wanted with it's solid (noisy) lifters.

A 7200rpm limit engine significantly changes the top speed potential but that is not what was being marketed in the US.



In any event, there is an undeniable "family resemblance" on these cars. Ford has been an international family for a long time and the Pantera continues to be discovered at various levels including part of that family.

I'm happy with my relationship with mine but I don't understand why I don't get invited to the weddings and christenings in Italy and forget about the GT40 branch of the family in GB? Go figure...right?

Interesting topic Doug. Having built a GT40, I often notice the feeling of similarity when working on the Panteras. Some are obvious like the drivetrain config...others less obvious like suspension and steering geometry/hard points and chassis config.

quote:

Originally posted by Rob Borruso:
Interesting topic Doug. Having built a GT40, I often notice the feeling of similarity when working on the Panteras. Some are obvious like the drivetrain config...others less obvious like suspension and steering geometry/hard points and chassis config.

Timing of course "is everything" in so many aspects of life.

For me, this was all PERFECT. I grew up with all of this but the significant part is that if the deal to buy Ferrari went through, the "Duce" would never have gotten PO'd enough to put the "ball in motion"?

It's all related even the re-emergence of the GT40 as the Ford GT.

The influence from Ford in the Pantera if you really LOOK is there. Even the front suspension "similarities to the Mustang"?



Ford COULD have offered the GT40 as a sports car for the street THEN but in so many ways the Pantera is it translated into Italian?

The "recent current" thinking with the Ford GT was certainly along those lines?

For me, it's really a fun topic and keeps me renewing my enjoyment of the breed from day to day.

I hope it does for you to?



This is the IRS as conceived of for the Shelby R model. Geometry is all out of the Ford Computer.

They were actually installed into two coupes and tested at Willow springs. The results were that there was no difference in lap speeds with them over the live axle.

Pete Brock said they didn't have enough time to put them into the cars. Ford said they didn't like the cost. They just couldn't say no one wanted to do it. I think it was more that they were afraid of them in a production vehicle. They weren't going to sell more Mustangs to the secretaries with them either so to use them in a few race cars was not justifiable.

That's the Mustang side of the story. Try and tell Detomaso no? I don't think so and lucky for me (us).

All big car companies have internal battles.



In '92 R&T road tested the ZR1 Corvette and the thing that annoyed them was that the cigarette lighter was the same as in the Chevette?

Their remark was "that represented the battle between the 'great and the goofy' at GM"?

The internal battle at Ford over the IRS is hardly the same level of goofiness but one never the less?