future of SVT
02-15-2005, 09:54 AM
#1
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future of SVT
For those of you who do not receive AutoWeek, this article was posted in the February 14th 2005 Issue.
Betting on SVT Futures: Ford's new hands have big plans for in-house tuner brand
Article written by BOB GRITZINGER
Maybe all the fretting, all the online chatter, all the enthusiast gnashing of teeth about the future of Ford’s Special Vehicle Team is unwarranted. Maybe we are just seeing a lull in production at that granddaddy of domestic in-house performance tuners.
“I hope so, or else I’m out of a job,” says Ford engineer Hau Thai-Tang, the newly named director of SVT, replacing SVT icon John Coletti who retired at the end of 2004.
Something tells us Thai-Tang, the Vietnamese native who recently completed his self-described dream job—as chief engineer on the 2005 Mustang development team—won’t hurt for work anytime soon. But whether that work focuses on future SVT vehicles, and what form those products might take, remains to be seen.
Rest assured, though, Thai-Tang and his boss, Ford product creation vice president Phil Martens (himself a relative newbie, having just taken control of the product leadership position at Ford after the Dec. 1 retirement of engineering whiz Chris Theodore), are saying the right things.
Martens will admit he was getting upward of 15 letters a day from alarmed SVT faithful after Coletti’s retirement announcement. But his answers to them:
“SVT is actually bigger, staff-wise, than ever before.”
“We see SVT growing to about five products.”
“SVT is, and will remain, a Ford-branded product.”
“The core of every SVT program is its powertrain; second is chassis dynamics.”
“The next-generation Cobra will be the best one ever.”
Martens, who approved the next SVT Cobra a day before we interviewed him in January, pointed to the Mustang as an example of a product engineered from the outset with an SVT version in mind.
SVT products need to be created as part of a model plan, instead of being developed after the main product line has left the drawing board, he says. That way it will prevent embarrassing program delays (see SVT Lightning) or cancellations, and allow Ford to use SVT as a launching pad for new performance technologies, says Martens.
That’s fine when it comes to finances and product planning, but doesn’t a large portion of SVT’s success lie in its independence from the mother ship? Or are they starting to learn lessons about integration from upstarts at Chrysler Street and Racing Technology and GM Performance Division?
Martens says SVT will remain a stand-alone operation, at least physically, but the team will now enjoy a direct line of communication to the product development office. “We really need to bring SVT back to its roots, into the mainstream of product development, if we’re going to take SVT to the next level. SVT needs to be an integral part of product development.”
So what can fans expect? Martens says SVT will maintain its core of high-performance V8-powered rear-wheel-drive vehicles. It will expand into inline four-cylinder cars as well. And it will break ground venturing into all-wheel-drive performance models. Turbo- and superchargers also figure prominently. And SVT will draw heavily on lessons learned developing the Ford GT, from its racing experience, and with engineers who bring cross-systems expertise.
Thai-Tang says under his stewardship he aims to make sure SVT core values of performance, exclusivity, substance and value remain intact. “It’s easy to build a strong-performing $100,000 car,” he says. “It’s a lot harder to do a strong-performing $20,000 car. You have to be a lot more creative.”
Martens admits even when you put all the pieces in place, you still must have “the moxie to develop the products—you have to have people with cars at the core of their essence.”
One of those guys, SVT papa Coletti, wishes his successors the best: “We’ve laid down a lot of rubber, and I hope the company will continue to do that.”
Lookin’ Live
When Ford rolls out the SVT Cobra version of its all-new Mustang at the New York auto show in March, take a peek underneath. If our sources are right, your prying eyes will spy a live rear axle—not an independent rear suspension, the setup that would be in keeping with the suspension on the outgoing model, and is therefore anticipated by the SVT Cobra faithful.
Ford execs are officially mum, including product chief Phil Martens, who said as recently as the Detroit auto show that no decision had been made on the Cobra’s suspension. Hau Thai-Tang, chief engineer on the 2005 Mustang and now SVT chief, did hint we can expect the next Cobra to surpass 400 hp (we hear 450 hp) and hit a price of about $40,000. The SVT Cobra goes on sale in 2006 as an ’07 model.
LINK to the autoweek article and latest 2007 Cobra spy pic
Betting on SVT Futures: Ford's new hands have big plans for in-house tuner brand
Article written by BOB GRITZINGER
Maybe all the fretting, all the online chatter, all the enthusiast gnashing of teeth about the future of Ford’s Special Vehicle Team is unwarranted. Maybe we are just seeing a lull in production at that granddaddy of domestic in-house performance tuners.
“I hope so, or else I’m out of a job,” says Ford engineer Hau Thai-Tang, the newly named director of SVT, replacing SVT icon John Coletti who retired at the end of 2004.
Something tells us Thai-Tang, the Vietnamese native who recently completed his self-described dream job—as chief engineer on the 2005 Mustang development team—won’t hurt for work anytime soon. But whether that work focuses on future SVT vehicles, and what form those products might take, remains to be seen.
Rest assured, though, Thai-Tang and his boss, Ford product creation vice president Phil Martens (himself a relative newbie, having just taken control of the product leadership position at Ford after the Dec. 1 retirement of engineering whiz Chris Theodore), are saying the right things.
Martens will admit he was getting upward of 15 letters a day from alarmed SVT faithful after Coletti’s retirement announcement. But his answers to them:
“SVT is actually bigger, staff-wise, than ever before.”
“We see SVT growing to about five products.”
“SVT is, and will remain, a Ford-branded product.”
“The core of every SVT program is its powertrain; second is chassis dynamics.”
“The next-generation Cobra will be the best one ever.”
Martens, who approved the next SVT Cobra a day before we interviewed him in January, pointed to the Mustang as an example of a product engineered from the outset with an SVT version in mind.
SVT products need to be created as part of a model plan, instead of being developed after the main product line has left the drawing board, he says. That way it will prevent embarrassing program delays (see SVT Lightning) or cancellations, and allow Ford to use SVT as a launching pad for new performance technologies, says Martens.
That’s fine when it comes to finances and product planning, but doesn’t a large portion of SVT’s success lie in its independence from the mother ship? Or are they starting to learn lessons about integration from upstarts at Chrysler Street and Racing Technology and GM Performance Division?
Martens says SVT will remain a stand-alone operation, at least physically, but the team will now enjoy a direct line of communication to the product development office. “We really need to bring SVT back to its roots, into the mainstream of product development, if we’re going to take SVT to the next level. SVT needs to be an integral part of product development.”
So what can fans expect? Martens says SVT will maintain its core of high-performance V8-powered rear-wheel-drive vehicles. It will expand into inline four-cylinder cars as well. And it will break ground venturing into all-wheel-drive performance models. Turbo- and superchargers also figure prominently. And SVT will draw heavily on lessons learned developing the Ford GT, from its racing experience, and with engineers who bring cross-systems expertise.
Thai-Tang says under his stewardship he aims to make sure SVT core values of performance, exclusivity, substance and value remain intact. “It’s easy to build a strong-performing $100,000 car,” he says. “It’s a lot harder to do a strong-performing $20,000 car. You have to be a lot more creative.”
Martens admits even when you put all the pieces in place, you still must have “the moxie to develop the products—you have to have people with cars at the core of their essence.”
One of those guys, SVT papa Coletti, wishes his successors the best: “We’ve laid down a lot of rubber, and I hope the company will continue to do that.”
Lookin’ Live
When Ford rolls out the SVT Cobra version of its all-new Mustang at the New York auto show in March, take a peek underneath. If our sources are right, your prying eyes will spy a live rear axle—not an independent rear suspension, the setup that would be in keeping with the suspension on the outgoing model, and is therefore anticipated by the SVT Cobra faithful.
Ford execs are officially mum, including product chief Phil Martens, who said as recently as the Detroit auto show that no decision had been made on the Cobra’s suspension. Hau Thai-Tang, chief engineer on the 2005 Mustang and now SVT chief, did hint we can expect the next Cobra to surpass 400 hp (we hear 450 hp) and hit a price of about $40,000. The SVT Cobra goes on sale in 2006 as an ’07 model.
LINK to the autoweek article and latest 2007 Cobra spy pic
02-17-2005, 04:58 PM
#3
Originally Posted by SVTCobra
I have always known that SVT is not going away, but is srtonger than ever. 
have an 04 Cobra and am going to buy the 07 Cobra as soon as I can order one. 
have an 04 Cobra and am going to buy the 07 Cobra as soon as I can order one.
03-25-2006, 08:02 AM
#6
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Join Date: Dec 2004
Location: Yokohama, Japan
Posts: 136
Originally Posted by 666COS
funny!
A year later instead of giving SVT the vitals it need they canned it!
SVT is now dead! sorry to say that.
Hey at least we still have Ford of Australia!
A year later instead of giving SVT the vitals it need they canned it!
SVT is now dead! sorry to say that.
Hey at least we still have Ford of Australia!
As far as im concerned, the SVT platform was a big crock from the very beginning, with there minimal upgrades and what not. Glad I never fell for it, but hey... to each there own.
03-25-2006, 08:47 AM
#7
Originally Posted by adamo
And Ford of Japan, mind you Ive never once seen an SVT tag on any Ford over here.
As far as im concerned, the SVT platform was a big crock from the very beginning, with there minimal upgrades and what not. Glad I never fell for it, but hey... to each there own.
As far as im concerned, the SVT platform was a big crock from the very beginning, with there minimal upgrades and what not. Glad I never fell for it, but hey... to each there own.
Are you kidding? Minimal upgrades? SVT cars are much more than minimal upgrades. I've had 2 SVT vehicles so far, an '01 Lightning, and a '98 Cobra, awesome power, handling, ride and looks, great resale value too, you wouldn't believe the stares and questions from F-body guys, Mustang guys, ricers, everyone! The engineering and development in SVT products is respected by all (but you), and has created many spinoff performance divisions in competing car companies, trying to catch Ford. Too bad you never "fell for it", and now you'll never get the chance to have a new one, so you can be happy with your run of the mill 215hp GT, and will never feel the power of the brand you thoughtlessly dimiss as a "crock". You need to take a good look at an SVT vehicle before you make a statement like this, especially here.
Btw, the Ford of Australia reference was due to the fact that they sometimes produce decent performance cars there.
Last edited by Ponyryd; 03-25-2006 at 10:16 AM.
03-25-2006, 09:49 AM
#8
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Join Date: Oct 2004
Location: Mississauga
Posts: 620
Originally Posted by adamo
And Ford of Japan, mind you Ive never once seen an SVT tag on any Ford over here.
As far as im concerned, the SVT platform was a big crock from the very beginning, with there minimal upgrades and what not. Glad I never fell for it, but hey... to each there own.
As far as im concerned, the SVT platform was a big crock from the very beginning, with there minimal upgrades and what not. Glad I never fell for it, but hey... to each there own.
Read below...pretty much every thing listed below is a different spec than the GT.
POWER, RIDE, HANDLING GIVE COMPETITIVE EDGE
The 2001 SVT Mustang Cobra continues to break away from the pack with muscle-car power and refined driving dynamics, thanks to its DOHC V8 engine and independent rear suspension system (IRS). The IRS provides a competitive edge over the SVT Cobra's rivals by giving the car a firm yet compliant ride and outstanding handling characteristics.
POWERTRAIN
The SVT Mustang Cobra's potent 4.6-liter, DOHC tumble-port V8 engine produces 320 horsepower at 6,000 rpm and 317 foot-pounds of torque at 4,750 rpm.
The block is cast aluminum alloy, carrying a fully counterweighted, forged-steel crankshaft. Aluminum upper main, upper thrust and rod bearings add to the engine's durability. Six high-tensile steel bolts secure each main bearing cap, in an arrangement that s loads over a large area of the block.
The aluminum alloy pistons have shallow skirts and a special friction-reducing coating on their sliding surfaces, which improves both durability and the engine's free-revving characteristics. The pistons are designed to give the engine a compression ratio of 9.85:1.
The engine's intake system consists of a specially designed conical air filter, an 80mm mass-air flow sensor, and twin 57mm throttle body bores with butterfly valves that open simultaneously, providing exceptional throttle response by quickly yet progressively moving air into the cast-aluminum manifold.
In the upper manifold, eight tuned runners feed down to the intake ports and eight pairs of 37mm intake valves. The design of the runners and intake ports imparts a tumbling motion to the fuel-air charge as it enters the combustion chamber, which increases the mixture's volatility and makes it more powerful.
A distributorless, coil-on-plug ignition system fires each cylinder. The system is precise, uncomplicated, and gives a high-energy spark for efficient burn characteristics.
The exhaust manifolds are made of high-silicon, molybdenum iron, feeding into a stainless steel exhaust system with 2.25-inch pipes and low-restriction mufflers.
Each SVT Cobra engine is hand-assembled at the Romeo (Mich.) Engine Plant. Two-person teams assemble the engines on a separate, dedicated line, and their final task is fastening a signature plate, inscribed with their names, onto the right cam cover.
Behind the engine, a rugged 11-inch, single-plate clutch and Tremec™ 5-speed manual transmission deliver power to the SVT Cobra's 3.27:1 crown-and-pinion gears and limited slip differential. The differential assembly is housed in an aluminum case.
TRACTION CONTROL
An all-speed traction control system (TCS) is standard equipment on all the 2001 Ford SVT Mustang Cobras - a hybrid system that is designed to meet the performance needs of SVT Cobra drivers.
The system's "Power Start" feature allows the driver to spin the drive wheels under acceleration, as long as the car tracks straight. If the system senses the vehicle slipping sideways, the traction control system will engage. The system also has a driver-selectable on/off switch.
With the TCS activated, when either of the two rear ABS/traction control sensors detects a wheel spinning at a rate higher than its counterpart, the engine management system retards ignition timing and modulates the fuel-air ratio to reduce power to that wheel. If the spinning continues, engine management cuts off one or more cylinders, and the ABS applies braking to the spinning wheel, transferring power to the other drive wheel.
The sophisticated system can detect the difference between wheel spin due to acceleration from cornering slippage, based on differences in slip rates at the wheels.
The TCS engine management strategies work at all speeds, and the system can apply braking to either rear wheel at speeds up to 62 mph.
SUSPENSION
The SVT Mustang Cobra's unique independent rear suspension system is carried on a tubular steel subframe. This subframe and suspension is bolted to the platform as a single unit, on the same assembly line that produces the solid-rear-axle Mustang V6 and GT models. The only modification to the chassis is the addition of two bolt holes and weld nuts near the former Quadra Shock mounting holes.
The IRS system includes steel upper control arms, aluminum alloy lower control arms, 470 lb./in. coil springs, aluminum spindles, a 26mm tubular stabilizer bar, and fixed tie-rods behind the center of each wheel to control toe alignment during cornering.
The aluminum lower control arms are manufactured with a "permanent mold" casting process, which produces remarkably precise parts and allows a lighter component, because they can be designed for minimal production variances.
The IRS system results in a reduction of 125 pounds in unsprung weight, a 1.2-inch wider rear track, and a quarter-inch lower rear ride height.
Compared with a solid axle, benefits of the IRS include better steering response and on-center feel, reduced lift and dive characteristics under hard acceleration and braking, and drive wheels that stay more firmly planted during cornering. Because suspension travel is greater, the IRS reduces the potential for rear suspension bottoming. It also decreases sensitivity to road surface bumps and irregularities, and gives the car better front-to-rear weight distribution.
The front suspension of the SVT Cobra is a modified MacPherson strut design with 500 lb./in. coil springs on the lower control arms, and a 28mm tubular stabilizer bar. The front ride height also is a quarter-inch lower than the Mustang GT.
The rack-and-pinion steering system is hydraulically assisted, and special tuning for the boost curve and T-bar mechanism give the SVT Cobra precise, communicative steering feel.
DESIGN AND EQUIPMENT
Several visual cues distinguish the Ford SVT Mustang Cobra from other Mustang models. The front of the SVT Cobra has a unique hood design, a front fascia with round driving lights and a deep intake that helps force air through the engine cooling system, and Cobra badges on the fenders.
At the rear, the SVT Cobra is distinguished by tri-color taillamps, polished three-inch exhaust tips, an SVT badge, the word COBRA across the rear fascia, and an optional rear spoiler. Both the hood and rear deck are constructed of lightweight composite materials.
Inside, design of the seats is new for 2001 and unique to the SVT Cobra: leather surfaces with Alcantara insert material, the Cobra emblem embroidered on the seatback, and firm bolster padding for exceptional lateral support. The six-way-power driver's seat has a rearward travel range that will accommodate more long-legged drivers.
Additional SVT Cobra standard features include leather-wrapped steering wheel and shift ****; leather boots for the shift and parking brake levers; tilt steering wheel; power windows, mirrors, door locks and trunk release; the Ford SecuriLock™ passive anti-theft system; remote keyless entry; speed control; and a Mach 460 audio system with AM/FM stereo, and a new in-dash, six-disc CD player.
Exterior color choices for 2001 are Oxford White Clearcoat, Black Clearcoat, Laser Red Tinted Clearcoat, Performance Red Clearcoat, True Blue Clearcoat, Silver Clearcoat Metallic, Mineral Grey Clearcoat and Zinc Yellow Clearcoat.
The interior is available in Dark Charcoal or Medium Parchment.
SAFETY
The 2001 Ford SVT Mustang Cobra has several new standard safety features.
An emergency release for the rear decklid is located inside the trunk. It has a phosphorescent handle that's easy to find in the dark, and allows anyone locked in the trunk to open it from the inside.
Ford's BeltMinder™ safety belt use reminder system senses whether or not the driver is wearing the safety belt. If the driver is not bucked up when the vehicle is in motion, a warning chime sounds intermittently, and a red light illuminates on the instrument panel.
Also new on the 2001 SVT Cobra is a "check fuel cap" light to warn of a loose gas cap, and two child safety seat top-tether anchors, which meet new Federal requirements, integrated into the rear seat.
PRICING
Manufacturer's suggested retail pricing for the 2001 Ford SVT Mustang Cobra is $29,235 for the coupe and $33,235 for the convertible model. Both prices include destination and delivery charges. Optional equipment prices are $195 for the rear spoiler, $395 for the polished wheels, and $25 for the floor mats.
2001 FORD SVT MUSTANG COBRA TECHNICAL DATA
ENGINE
Configuration Longitudinally mounted, 90-degree V8, cast aluminum block and heads, iron cylinder liners, fully counterweighted forged crankshaft
Bore x Stroke 90.2mm x 90.0mm
Displacement 4,601cc (280 cid)
Compression ratio 9.85:1
Horsepower 320 hp @ 6,000 rpm
Torque 317 lb.-ft. @ 4,750 rpm
Specific output 69.6 horsepower per liter
Redline 6,800 rpm (fuel shut-off occurs @ 7,000 rpm)
Valvetrain Double overhead camshafts, chain drive to exhaust cams, secondary chains from exhaust to intake cams, roller finger followers with hydraulic lash adjustment, oval-wire beehive- shaped valve springs, four valves per cylinder
Intake valves 2 per cylinder, 37mm head diameter
Exhaust valves 2 per cylinder, 30mm head diameter
Ignition system Distributorless coil-on-plug
Fuel system Sequential electronic fuel injection
Intake manifold Cast aluminum, tuned equal length runners
Throttle body 57mm twin bore
Mass-air sensor 80mm diameter
Exhaust manifolds Cast iron
Exhaust system Dual, stainless steel, 2.25-inch diameter; 3.0 inch polished exhaust tips
DRIVETRAIN
Rear axle 8.8-in. ring gear with 3.27:1 limited-slip differential, aluminum case
Drive shaft Steel, with hardened yoke
Transmission Tremec™ 5-speed manual
Clutch 11.0-in. single-plate
Gear Ratio Maximum Speed In Gear
1st 3.37 45 mph (72 km/h)
2nd 1.99 77 mph (124 km/h)
3rd 1.33 115 mph (185 km/h)
4th 1.00 150 mph (241 km/h)
5th 0.67
Reverse 3.22
Final drive 3.27
Traction control Accomplished by engine ignition timing, cylinder cut-off, brake application. Linked to ABS module and engine control module. Driver-controlled on-off switch
Steering and Suspension
SUSPENSION
Front Modified gas-charged MacPherson strut, with separate 500 lb./in. spring on lower arm, 28mm tubular stabilizer bar
Rear Multi-link independent, steel upper control arm, aluminum lower control arm, fixed toe-control tie rod, aluminum spindle, gas-charged tubular shock absorber, 470 lb./in. coil spring, 26mm tubular stabilizer bar
STEERING
Type Rack and pinion, power assist
Gear ratio 15.0:1
Turns, lock to lock 2.5
Turning diameter 37.9 ft.
Brakes
Front 13.0 in. (330mm) vented Brembo™ disc, PBR™ twin-piston caliper
Rear 11.65 in. (296mm) vented disc, single-piston caliper
ABS Four-channel, four-sensor system. Linked to all-speed traction control
WHEELS & TIRES
Wheels 17 x 8 in., five spoke, forged aluminum-alloy, painted surface, exposed lugs
Tires BFGoodrich™ Comp T/A, 245/45ZR-17
SVT MUSTANG COBRA INCLUDES
Supplemental restraint system: driver and passenger airbags Always wear your safety belt and deactivate passenger airbag when using a rear-facing infant safety seat
Independent rear suspension (IRS)
Anti-lock brake system (ABS)
All-speed traction control
SecuriLock™ passive anti-theft system
Articulated front sport seats (standard six-way power for driver) with Alcantara cloth and leather seating surfaces and power lumbar support
Tilt steering wheel
MACH® 460 electronic AM/FM stereo and in-dash six-disc CD player
Power Equipment Group: Dual electric remote control mirrors, power side windows, power door locks, power deck lid release
Rear window defroster
Air-conditioning (manual control)
Speed control
Dual illuminated visor mirrors
Remote keyless illuminated entry
03-25-2006, 09:56 AM
#9
Originally Posted by adamo
As far as im concerned, the SVT platform was a big crock from the very beginning, with there minimal upgrades and what not. Glad I never fell for it, but hey... to each there own.
The only SVT to non SVT cars that were close was the contour,
even a 03/04 Cobra is a world apart from a 99/01 Cobra..let alone a GT
The Focus SVT vs a ZX3 were approx 60% different cars
The Lightning...do I have to explain that one
SVT made a huge difference on most of the cars they have built, yah the 93 Cobra didnt have alot of differences to a GT...but that was the first year and the platform only grew from there.
