The modern Mustang Shelby GT500 with a 771-horsepower V8 compressor is the most powerful road-going Ford in history. And with the change of generations, he has not yet received an heir. Does anyone remember that a Ford of comparable power appeared 30 years ago, in January 1995? We suspect that only die-hard car fans will answer in the affirmative. Those who played Need for Speed II in the late nineties and even then asked the question: “Why is the fantastic Ford GT90 show car still not being produced”?
The Ford line of the mid-90s in the United States was hardly associated with sports. Those wishing to buy a frame SUV, a pickup truck, a small front-wheel drive passenger car or a huge rear-wheel drive dreadnought had no problems with the choice. Fans of fast technology had a more difficult time. The coolest thing FoMoCo pleased them with was the lightweight track Mustang SVT Cobra R with a 300-horsepower 5.8-liter Windsor V-8. True, there were at least two serious problems with it: 1) only 250 pieces were produced, 2) and even then it was not for everyone. Only holders of a racing license were allowed to drive the muscle car.
Ford Mustang SVT Cobra R
Ford
The stronger was the effect of the mid-engine debutant at the 1995 Detroit Auto Show – the ideological heir to Le Mans’ triumphant GT40 with a sci-fi appearance. Perhaps even the first Ferrari crossover did not generate even half of the tsunami that the GT90 unleashed on journalists and enthusiasts. Who will surprise you with an SUV these days? Funny… A completely different story – super powerful and so fast that it seemed illegal, a masterpiece from the manufacturer of the compact Escort.
The first reasonable question that arises is why? Jeremy Clarkson from Top Gear once asked engineer Fred Goodnow that a supercar is a European theme after all. Translated from polite English into Russian: “You Americans only drive in a straight line, put a solid rear axle on your two-door cars and don’t know a thing about driving properties.” Goodnow responded: “We wanted to prove that we could make a better car.” And they did it! Clarkson, who got acquainted with the super-Ford, called it “proof of the existence of heaven on Earth.” Highest praise from a sarcastic cynic.
It must have taken forever to bring the idea to life? Not at all! Here’s another shocker: the Special Vehicle Operations division, led by John Colletti, whipped up the GT90 in about six months! The fact is that Ford Motor Company owned Jaguar Cars and, accordingly, had access to the crazy XJ220 production super coupe. The Ninety inherited its aluminum monocoque and modified double wishbone suspension components. The distance between the axles has been increased relative to the Jaguar one by 12 inches to 116 inches (2946 mm).
When you plan to have a supersport class car, you can’t get away with a lower V8 with two valves per cylinder. A 5.9-liter V12 with a 90-degree camber was developed for the monster, the first engine of this type since the Lincoln-Zephyr V12 of the thirties and forties.
According to engine mechanic Bob Nutkin, this was originally a secret project of the Advanced Powertrain department. “The idea was to further develop the modular unit concept,” he says, using the 4.6-liter 32-valve Modular V8 as a starting point. A couple of cylinders were cut from two “eights” and then welded together. The resulting “hybrid” produces about 400 hp. for demonstration purposes, they were installed in the most unsuitable platform for this – a huge frame sedan Lincoln Town Car.
In early 1994, John Coletti learned about the designers’ brainchild and borrowed it for a planned show car. Power, however, was lacking – a minimum of 600 hp was required. — so we decided to follow the advice of the chief Soviet specialist in turbochargers, Hmayak Akopyan. “You must definitely blow, because if you don’t blow, then no miracle will happen.” Engineer Ron DeVergilio built the system with four Garrett T2 turbochargers and two intercoolers, apparently inspired by the quad-turbo Bugatti EB110. The result exceeded all expectations – the American upstart, according to his parameters, tore the representative of the European elite to shreds.
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We suspect that the results of bench measurements caused a strong reaction akin to that when a team wins a racing championship. Still, it’s not every day that the numbers 730 hp are displayed on the monitor. and 895 Nm. By comparison, the EB110 Super Sport has “only” 612 hp. And the V12 turned out to be hot in every sense. So much so that the engine compartment even had to be lined with heat-absorbing ceramic plates, similar to those used on the space shuttle. Designed by FF Developments and Ricardo, the gearbox is a five-speed manual. Rear-wheel drive.
The GT90 has little in common with the classics from overseas and has unprecedented dynamics. Acceleration to 97 km/h in 3.1 seconds, to 161 km/h in 6.2 seconds and a top speed of 407 km/h could be daunting even for the pilot of an all-wheel drive Bugatti. Cover such a chassis with sheets of plywood, sprinkle with autumn leaves and you will still get a storm of applause: the magic of numbers will overcome any incident with aesthetics.
But the GT90 scored an extra hundred points for its all-new New Edge design language, which was later adapted for production. He played with the theme of triangles in a radical manner, thereby likening the super coupe to a Stealth bomber.
Not only Jeremy Clarkson, but also John McCormick from the American magazine Motor Trend touched the forbidden fruit. According to him, the GT90 is not at all attractive, but rather annoying with its humpbacked silhouette and a strange combination of flat surfaces and triangular shapes. The insane power beckoned and frightened at the same time: “How to cope with a “raw” unfinished chassis? What if I send this unique machine to the curb just a few weeks before it is due to appear at the Frankfurt and Tokyo shows?
Revelations began right from the door. Literally. After all, this threshold is surprisingly narrow, low and does not at all resemble an obstacle course, like the Lamborghini Diablo. The interior, compared to potential competitors, is striking in its spaciousness and ample legroom. The massive central tunnel supporting the driver is missing, and the gear shift mechanism is open to prying eyes.
At idle speed, an insufficiently calibrated engine runs a little rough. In the cabin, its subdued timbre is more reminiscent of a Porsche 911 than a Ferrari 512TR. The tight clutch pedal has to be squeezed with all your heart, and the polished gear lever engages the first one with the precision and clarity of a well-oiled mechanism. In order to get under way and not stall, you must not be shy about stepping on the gas.
“The tachometer is faulty and I feel like I’m shifting at about 3000 rpm. Somehow it’s not serious, but I’m still getting used to the car. The Jaguar XJ220’s gearbox shifts relatively easily. With growing confidence, I rev the supercar to its 5,900 rpm redline. As the revs rise, the V12 emits a distinctive howl. Goodnow attributes the loud jet whistle creeping over it to four turbochargers. They spin, but the wastegates are locked open, so the engine is essentially naturally aspirated.
Goodnow is not ready to subject the fragile body to loads at maximum impact. So in my hands, the GT90 makes peak power and torque around the 400 mark. That still sounds impressive, but with the accelerator pedal fully depressed, it doesn’t accelerate with the fervor I’d hoped for. Up to 70 mph feels quick, although without drama. As they explained to me, this is due to the unchanged gear ratios of the Jaguar gearbox. They are too high for a heavy Ford,” McCormick shared his impressions.
Although the journalist was not given a full-power version – he himself admitted that 3.1 seconds to 97 km/h did not fit in his head – nothing prevented him from assessing the handling. With the power steering pump disconnected, turning the 275/35 ZR 18 Goodyear Eagle front tires is not easy. However, the Ford responded quickly and accurately to moderate steering inputs (Goodnow prohibited aggressive steering). The 13-inch AP brake rotors slow the concept down with ferocity. Forward visibility is excellent, and rearward visibility is about that of a Lotus Esprit. That is, almost absent. The side one is also so-so – the broken window sill line deprives the driver of some visual information. The tiny rearview mirrors are useless, although each has a blind-spot warning lamp.
Few people saw the show car after its Detroit premiere. It was featured on the Woodward Dream Cruise in 2002, attended the Goodwood Festival of Speed in 2008, and was shown at the Mustang’s 45th anniversary event the following year. The GT90 was intended to be auctioned by RM Sotheby’s in 2010, but was eventually withdrawn. The new owner was Brent Hayek, an oil and gas tycoon and owner of a motorsports museum in Oklahoma (Hajek Motorsports Museum).
“I first discovered this car in 2003 during Ford’s centennial celebration. The company selected eight or nine of my cars to display at the event. We went on a tour of Dearborn that included a visit to a contractor’s warehouse. There I noticed a GT90. I almost forgot it existed, but I inquired about the sale, and then spent several years closing the deal,” Hayek told Classic Driver.
The collector’s position played a role. He had long-standing relationships with many of Ford’s key figures, was instrumental in organizing various high-profile events for the brand, and certainly seemed like the most suitable and worthy candidate to become the owner. The GT90 found a new home in 2012. The price is not disclosed. I wonder if it was astronomical or, on the contrary, junk “for our own people”, and they don’t want to advertise it so that people don’t envy?
“There was bad fuel sloshing around in the tank and both side windows were cracked at the top – apparently someone had pulled on them to open the doors. We had to make new ones for 18 thousand dollars. Nothing more was needed. We added fresh gas and the Ford started right up. It was even handed over with spare tires, wheels and all the documents relating to its build and history,” Hayek explains.
It looks like the museum piece is still ready to give the heat, although the world would be much more pleased to see it in the status of a small-scale model. According to Fred Goodnow, a fully competitive supercar would undoubtedly emerge if the concern had a two- to three-year development program. “This may be the smartest, most exciting car ever,” Clarkson rubbed salt in the wound for enthusiasts. The only way to experience the GT90 is to go to Oklahoma or run a driving simulator on your computer. By the way, in virtual space it is fully powerful, with working wastegates. /m
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