As Ford engineer John Pfeiffer explains, the new Shelby GT500 gets serious upgrades to its driveline, shifting and aerodynamics to ensure that it can reach 200 mph, and do so safely.
Ensuring that the clutch is for more than one-time use, the disc was increased in size by 10 millimeters and now measures 260 millimeters in diameter. The friction material was revised as well, in order to cope with the engine’s high torque output and to give drivers a better feel. Even the clutch pedal assembly was revised to improve driveability.
The shift linkage is the next touch point for drivers, and its been improved via revised shift geometry and new shift linkage bushings. Shift feel was a complaint of ours on the old Shelby GT500, so we’re happy to see that Ford has taken steps to address this on the 2013 model.
To reduce both curb weight and inertial weight, the driveshaft is a hollow tube of carbon fiber with pressed-in, splined joints. Ford claims its process increases strength over adhesive bonded joints, which is a good thing when you’re sending over 600 pound-feet of torque through the transmission to the rear differential.
Even the front fascia has been designed to reduce lift at speed, while trimming aerodynamic drag at the same time. The fascia is also responsible for routing air into the engine compartment, ensuring that operating temps stay where you want them at speed.
It look like this video is the first in a series explaining the GT500’s oily bits. We’ll be sure to bring you the others as soon as Ford releases them.
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