ford gt40 modified
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This article is about the 1960s Le Mans-winning racing car. For the supercar inspired by it, see Ford GT. For the graphic computer terminal produced by Digital Equipment Corporation, see DEC GT40. For other uses, see Ford GT (disambiguation).
The Ford GT40 is a high-performance endurance racing car designed and built by the Ford Motor Company. It grew out of the "Ford GT" (for Grand Touring) project, an effort to compete in European long-distance sports car races, against Ferrari, who had won the prestigious 24 Hours of Le Mans race from 1960 to 1965. Ford succeeded with the GT40, winning the 1966 through 1969 races.
The effort began in the early 1960s when Ford Advanced Vehicles began to build the GT40 Mk I, based upon the Lola Mk6, at their base in Slough, UK. After disappointing race results, the engineering team was moved in 1964 to Dearborn, Michigan (Kar Kraft). The range was powered by a series of American-built Ford V8 engines modified for racing.
In 1966, the GT40 Mk II broke Ferrari's streak at Le Mans, notching the first win for an American manufacturer in a major European race since Jimmy Murphy's triumph with Duesenberg at the 1921 French Grand Prix.[5][6][7] In 1967, the Mk IV became the only car designed and built entirely in the United States to achieve the overall win at Le Mans.[8]
The Mk I, the oldest of the cars, won in 1968 and 1969, the second chassis to win Le Mans more than once. (This Ford/Shelby chassis, #P-1075, was believed to have been the first until the Ferrari 275P chassis 0816 was revealed to have won the 1964 race after winning the 1963 race in 250P configuration and with a 0814 chassis plate[9]). Its American Ford V8 engine, originally of 4.7-liter displacement capacity (289 cubic inches), was enlarged to 4.9 liters (302 cubic inches), with custom alloy Gurney–Weslake cylinder heads.
Last month, we showed you a buildup on Tim Moore's budget 5.0L Ford. We pulled it from the junkyard and added a Lunati hydraulic roller cam, some head mods, and an intake and carburetor and made a very impressive 375 real street horsepower. An important part of keeping the investment in line was retaining the production GT40P heads. These are Ford's best-flowing production cylinder head for the pushrod 5.0L. Due to space considerations, we didn't have room in the first story to detail all the tricks that went into these heads. Plus, as is usually the case, there are several ways to achieve those goals. The trick is to upgrade the valvesprings so the entire valvetrain can handle the lift and loads imparted by the longer-duration, higher-lift cam. But there's more to this than just swapping springs.
Let's start by reviewing the evolution of these heads. The GT40 first appeared in '93 and can be found on Mustang Cobras and Lightning pickups. This design was slightly reworked and installed on the '97-and-later Explorer and Mountaineer SUVs as the GT40P. The GT40 valve sizes are 1.85/1.54 for the intake and exhaust, while the GT40P went to a smaller 1.46-inch exhaust valve. There were other changes to the GT40P, including a slightly smaller combustion chamber reduced from 65 cc to roughly 60, which benefits the compression ratio. One of the biggest changes to the P heads was relocating the spark-plug placement to improve combustion efficiency. Unfortunately, this causes header-to-spark-plug interference when using standard small-block Ford headers with the GT40P head. There are a few headers out there that are designed specifically for the GT40P head, so you might want to check on that.
The GT40P incorporates a rotator into the exhaust valve retainer, which, through a series of ball bearings, allows the valve to rotate slightly each time it opens. This helps prevent exhaust valve seat erosion. The valve rotators are thicker than standard valvespring locators and retainers, though, and require a spring with a shorter installed height on the exhaust valve. The installed height is the distance from the valvespring seat in the head to the underside of the retainer. On these heads, the installed height of the intake valvespring is around 1.780 inch, but the exhaust is less at roughly 1.600 (the installed heights can vary by 0.050 inch or more). Because of this discrepancy, the exhaust valve's valve-lock groove must be shorter to allow sufficient room above the retainer for the guided rockers. This reduces the actual distance between the bottom of the retainer and the top of the valve guide and seal, so this combination can't accommodate any kind of performance cam with more than 0.450 inch of lift.
The easiest way to identify the GT40P head is these four vertical casting marks on the outside of the head. To verify, GT40P is also cast into the head (usually!) below the valve cover in the intake side of the head.
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