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Both Superformance GT40 continuation models leave
the factory as complete rolling chassis, complete in every way except
for the engine, clutch, and transaxle. The recommended power source is
a specially prepared Roush engine with the new RBT/ZF style 5-speed transaxle
but owners also have the option to fit a Ford-based 289, 302, or 351W
small block or 427 big block (MKII only) engine.
Built around the original specifications and designs
the engine bay even includes the racecar features such as the original
'Bundle of Snakes' exhaust headers and a cross flow radiator. Owners also
have the luxury of one or two up-to-date modifications such as air conditioning,
but without compromising authenticity. The high capacity air conditioning
unit for example is incorporated into a dry sump look-a-like reservoir
in its original position. |
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| SPECIFICATIONS: |
1966 Ford GT 40 Mk IIA
Le Mans Winner |
Superformance
GT Mk II |
| Engine family |
Ford FE |
Ford 351W |
| No. of cylinders and type |
V8 |
V8 |
| Bore x stroke, in. |
4.232 x 3.784 |
4.125 x 4.000 |
| Displacement, cu. in. |
427 |
427 |
| Compression ratio |
10.5:1 |
10.25:1 |
| Bhp @ rpm |
485 @ 6,200 |
550 @ 5,600 |
| Torque @ rpm, lb. ft. |
475 @ 4,000 |
535 @ 5,200 |
| Carburation |
1 x 4 bbl |
1 x 4 bbl, or EFI |
Notes:
1. Data for 1966 Ford GT40 from: Road and Track, Oct 1966,
Portrait
of the Le Mans Winner, Technical Analysis.
2. Data for Superformance GT40 Mk II from:
Dimensions
measured from GT 001 Weights from factory data for GT 002.
Production
drive train ratios from factory data engine specs from Roush data.
3. Superformance GT40's correct height depends on tire size and settings.
4. Superformance GT40 is lighter, primarily because of a lighter engine.
5. Difference in tread measurement is due primarily to differences
in tire sizes.
6. Acceleration and fuel economy data from performance simulator.
7. Ford GT40 initial acceleration hampered by tall first gear. |
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