LATEST FORD GT

Press, Volume CV, Issue 31052, 6 May 1966, Page 11

LATEST FORD GT

'THE new 250 m.p.h. Ford GT specifically designed to race at Le Mans made its public debut at the French circuit recently, when its first engineering trials were held.

After two days’ exhaustive testing the new Ford GT, driven by the New Zealander, Chris Amon, lapped the difficult Bi-mile circuit in 3min 34.45ec, an average speed of 140.445 m.p.h.—the fastest time this year and more than 3sec quicker than the official lap record established by Phil Hill, also in a Ford GT, during the 1965 24-hour endurance race. The Ford GT “J” has been designed in the United States and is the work of a 40-year-old Englishman, R, Lunn, who headed the original Ford GT design team. As with the original Ford GT the “J” car has a central hull of monocoque construction with fibre-glass outer panels at the front and rear. The hull is built entirely from a fabricated, honeycombed material as strong as steel, yet very light. More than 3501 b in weight is

saved by using this new material from the aircraft industry. Within the hull of the Ford GT not a nut or bolt is used. Each component is bonded to the other by glue. Even the suspension mounting points are glued to the central structure.

The vast 7-litre V 8 engine is mounted amidships directly behind the driver. Fuel is delivered via a four-choke carburettor and a completely new exhaust system has been developed for the engine, which produces 475 b.h.p. Transmitting the power to the rear wheels is a Forddesigned, two-speed, fully automatic transmission with manual over-riding control for each of the two ratios. Disc brakes are fitted to each of the four wheels and the suspension is independent all round. For its trial runs at Le Mans the new “J” car was

fitted with a mass of electronic recording equipment which completely filled the passenger’s seat in the car. Designed to run for 20 minutes, this electronic brain recorded data from gauges situated throughout the car. Brake, engine oil and water temperatures, transmission temperatures, throttle angles were all recorded continuously. When translated these readings will enable engines and components to be tested in the laboratory under conditions identical to those encountered at Le Mans throughout a whole range of lap speeds.

Sirens If you hear a siren when you are driving, pull over to the side of the road and stop. This is a sensible and important rule, but seems to be ignored by far too many Christchurch motorists. Several times recently I have seen drivers fail to pull over quickly when an ambulance or fire engine was approaching. Of course it is not always a wilful failure. In a modem car, with windows shut and radio playing, a siren is not easily heard until fairly close. And in some of Christchurch’s old bangers the engine and exhaust noise would drown any siren more than a few yards away! Drive by Ear Hearing is particularly important to a driver. I have heard of deaf persons failing to hear disastrous mechanical noises from the engine compartment, not knowing their exhaust systems were faulty, or not realising what a pounding their car was taking on a rough road. Similarly, a person who is hard of hearing or who has the radio playing loudly is unlikely to hear the horn of a car which is approaching to overtake a good example of the need for more use of headlamp flashers. The situation is not helped by the very poor horns fitted to most modern cars. In recent years most new cars have been unable to muster more than a pitiful bleat Would proper horns cost manufacturers so much more? Making Smoke In Britain, Ministry of Transport officers checked diesel vehicles and found many produced far too much smoke. I think a similar