A twin-disc clutch and Ricardo six-speed manual transaxle conveyed all the might to the rear wheels through a helical limited-slip differential. Most front-drive models employed a six-speed automatic — Ford’s first — and there were all-wheel-drive versions with a “gearless” continuously variable automatic transmission (CVT). There were also unexpected conveniences including automatic climate control, power windows/locks/mirrors, tilt steering wheel, and keyless entry. Power by Ford was a must, so the GT received a supercharged version of Ford’s all-aluminum 5.4-liter V-8. Mileage was at least respectable at 19-20 mpg, but power was lackluster despite respectable 0-60-mph times of 7.5-8.0 seconds with either powertrain. The only drawbacks to commuting in a GT were Thighmaster-high clutch effort and the very limited visibility associated with midships cars. Ford used this to elevate seating some four inches above that in most other cars. Optional “passive safety” pluses were front torso side airbags, plus curtain side airbags that deployed from the ceiling above the side windows.
Airbags and seatbelt pretensioners were improved in line with growing buyer demand for safety features. The Five Hundred fared better at more than 122,000 sales for the same period, but that didn’t help Ford’s bottom line very much. Even materials were better than expected for the prices. The flywheel is like a motivational speaker for the entire engine, encouraging it to keep running even when it may not want to. Take aerodynamics. Because the basic body shape acted like an inverted wing, the GT40 was infamous for being less-than-stable at racing speeds. The profile could be like for roofing panel, wall panel and others. Those assets carried into 1968, when the cars got curvaceous new styling, and into 1973, when convertibles disappeared in favor of a new body with adventurous “colonnade” rooflines. The tall body also provided a more natural seating posture front and rear, plus vast trunk space. Ford also hoped to gain a competitive, er, edge with a versatile five-passenger seating package, a center console big enough for a laptop computer, and “lifestyle” options such as a plug-in for digital music players, rear-seat DVD, and satellite radio. Options were few: a booming 260-watt McIntosh sound system, lightweight BBS forged wheels, painted brake calipers, and the traditional “LeMans” striping on the nose, roof, tail, and rocker panels.
The prices were right, running from just over $17,000 to near $22,000 before options. With gotta-be-first types waving checkbooks and dealers seeing potential windfalls, market prices soared overnight, reaching a quarter-million or more by some accounts. There was no visual cribbing in the 2006 Fusion, the second prong of Ford’s latest assault on the high-volume family car market. Fusion’s CD3 platform was the starting point for Ford’s first mid-size crossover SUV, the 2007 Edge. A new 250-bhp 3.5-liter V-6 was planned for 2007 to address the lack of zip. Though classed as a large car by Consumer Guide®, the EPA, and others, the Five Hundred arrived with a midsize-car engine: a modestly improved “Duratec 30” twincam V-6 with 203 bhp. Unique twincam heads with four valves per cylinder, dual fuel injectors at each port, and heavily fortified internals boosted output to rarefied levels: 550 bhp and 500 pound-feet of torque. An available Econominder package included a fuel economy gauge. Both cars employed an aluminum space-frame overlaid with aluminum panels, but the GT benefited from manufacturing techniques unknown in the 1960s. As a result, it was claimed to be 40 percent stiffer than Ferrari’s formidable F360 Modena, a key rival, yet curb weight was just under 3400 pounds, more than respectable for a fully dressed road car.
It was certainly hard to miss with its bold three-bar grille, a signature destined for future Ford cars (plus an early Five Hundred facelift) and a dim nod to 1966 Galaxies. Hopes were high for the 2005 Five Hundred and ’06 Fusion sedans. The Five Hundred could have replaced the Crown Victoria: over a foot shorter overall and some 500 pounds lighter, yet no less spacious on a wheelbase just 1.8 inches trimmer. We have our own technology develop department and testing department. Dearborn must have rejoiced, because upscale Fusions with different styling and feature mixes would have the daunting task of luring new buyers to Lincoln and Mercury, nameplates already given up for dead in many quarters. Cooler heads prevailed, however, and the twenty-first-century Country Squire was given an indefinite reprieve. Customization and InnovationOther than the general welding services, Cutting Edge Manufacturing provides other innovative and custom services. When manufacturing linear welded pipes, the bending machines also need to be long enough for the maximum pipe lengths intended. The Wright brothers continuously improved the weight-to-power ratio of their machines.
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