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2020+ Shelby GT500 Mustang
Suspension/cornering geometry gt500 va zl1 1le
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<blockquote data-quote="Tob" data-source="post: 15998573" data-attributes="member: 83412"><p>I don't even see it as being an uncapped budget. GM has optimized numerous links such that they are lighter than what Ford uses. Ford optimizes as well but hasn't gone to an extreme while of course, still meeting minimum strength requirements, etc. Ford is still using a stamped and welded K-member assembly while GM further reduces weight by using aluminum. Ford is milking every penny out of their original design and have thus far refused to make even minor changes here. Great from a cost standpoint but not necessarily for those looking for maximum performance by way (in this regard anyway) of weight reduction.</p><p></p><p>Ford has nailed the geometry and absolutely on point there. The double ball joint front suspension is leaps and bounds better than any previous generation of Mustang with MacPherson struts. Ford refuses to change to an SLA up front and as such this is about as good as it gets. The Magnetic dampers are a gift from GM/Delphi (who sold the rights, yada, yada) but Ford has been a generation behind. In terms of maximum track performance it isn't even close. GM absolutely crushes Ford's best.</p><p></p><p>[ATTACH=full]1513674[/ATTACH]</p><p></p><p>Ford has kept the aluminum knuckles exclusive to the GT350 to date. I expect a further refined version to make its way to the GT500 (evidence of that is the leaked photo showed an even larger GT350-style rotor/caliper). The knuckle provides a radial mount caliper that helps to ensure a stiff foundation - all good. The hub used is easily Ford's best ever for a Mustang. The calipers Ford used on the GT350 as well as what will come on the GT500 are providing a level of braking that rivals the best of the best production cars to date. The problem is that their weight is considerable and they mandate a larger wheel. In the case of the upcoming GT500, a 20" will be necessary for clearance alone. Heft snowballs quickly in this regard.</p><p></p><p>Out back, I don't see a lighter IRS assembly either. At the power levels Ford has hinted at, axle diameter (hollow or otherwise) will grow. If not, Ford will have a to impart some rather restrictive electronic controls to alleviate hardware carnage. I'd rather pay the price and gain the weight here. Ford has been working with BASF on composite subframe assemblies but given Ford's history I doubt they would introduce it on this model as much as it could be of substantial benefit.</p><p></p><p>The list goes on. Ford does have an opportunity to surprise everyone with some innovative choices but I honestly don't see it. I don't doubt for a moment their capability. Rather the decisions made at the top which ultimately affect how far the engineers can go. I have not given up hope though that at it's introduction I walk away pleased because the unexpected was somehow able to push through the ridiculous barrier of heavily laden red tape.</p><p></p><p></p><p></p><p></p><p></p><p>I was not shocked at all. Given the BOP rules that favor the Camaro, I had little doubt that it had an advantage over the Mustang. I said the same thing about how it would look if the lone entrant runs away from the Mustang pack. Well, it did and the question remains - will the sanctioning body make BOP adjustments (like they did to the Mustang numerous times this season) to even things up? Again, my sense is no as this is about promoting that car for next season.</p></blockquote><p></p>
[QUOTE="Tob, post: 15998573, member: 83412"] I don't even see it as being an uncapped budget. GM has optimized numerous links such that they are lighter than what Ford uses. Ford optimizes as well but hasn't gone to an extreme while of course, still meeting minimum strength requirements, etc. Ford is still using a stamped and welded K-member assembly while GM further reduces weight by using aluminum. Ford is milking every penny out of their original design and have thus far refused to make even minor changes here. Great from a cost standpoint but not necessarily for those looking for maximum performance by way (in this regard anyway) of weight reduction. Ford has nailed the geometry and absolutely on point there. The double ball joint front suspension is leaps and bounds better than any previous generation of Mustang with MacPherson struts. Ford refuses to change to an SLA up front and as such this is about as good as it gets. The Magnetic dampers are a gift from GM/Delphi (who sold the rights, yada, yada) but Ford has been a generation behind. In terms of maximum track performance it isn't even close. GM absolutely crushes Ford's best. [ATTACH=full]1513674[/ATTACH] Ford has kept the aluminum knuckles exclusive to the GT350 to date. I expect a further refined version to make its way to the GT500 (evidence of that is the leaked photo showed an even larger GT350-style rotor/caliper). The knuckle provides a radial mount caliper that helps to ensure a stiff foundation - all good. The hub used is easily Ford's best ever for a Mustang. The calipers Ford used on the GT350 as well as what will come on the GT500 are providing a level of braking that rivals the best of the best production cars to date. The problem is that their weight is considerable and they mandate a larger wheel. In the case of the upcoming GT500, a 20" will be necessary for clearance alone. Heft snowballs quickly in this regard. Out back, I don't see a lighter IRS assembly either. At the power levels Ford has hinted at, axle diameter (hollow or otherwise) will grow. If not, Ford will have a to impart some rather restrictive electronic controls to alleviate hardware carnage. I'd rather pay the price and gain the weight here. Ford has been working with BASF on composite subframe assemblies but given Ford's history I doubt they would introduce it on this model as much as it could be of substantial benefit. The list goes on. Ford does have an opportunity to surprise everyone with some innovative choices but I honestly don't see it. I don't doubt for a moment their capability. Rather the decisions made at the top which ultimately affect how far the engineers can go. I have not given up hope though that at it's introduction I walk away pleased because the unexpected was somehow able to push through the ridiculous barrier of heavily laden red tape. I was not shocked at all. Given the BOP rules that favor the Camaro, I had little doubt that it had an advantage over the Mustang. I said the same thing about how it would look if the lone entrant runs away from the Mustang pack. Well, it did and the question remains - will the sanctioning body make BOP adjustments (like they did to the Mustang numerous times this season) to even things up? Again, my sense is no as this is about promoting that car for next season. [/QUOTE]
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Suspension/cornering geometry gt500 va zl1 1le
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