Dean Martin's GT4 Mustang

Discussion in 'Shelby GT350 Mustang' started by Epiphany, Jul 13, 2017.

  1. Epiphany

    Epiphany Well-Known Member

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    #1 Epiphany, Jul 13, 2017
    Last edited: Jul 13, 2017
    Multimatic learned quite a bit with the recent GT350R-C car and you can see much of it with the latest GT4 effort. I was lucky enough to have the opportunity for a pretty thorough study last weekend when Dean Martin and his Kohr Motorsport team came to Mosport up in Bowmanville, Ontario to run in the Continental Tire Sportscar Challenge. A second car being run by the Volt team was there as well. Anyway, I'll share what I can here and hope it provides some insight into just what goes into these cars. And maybe you'll decide to click and add one to your cart.:)

    https://www.kohrmotorsports.com/product/2017-ford-mustang-gt4-racecar/



    This car is a beast.

    xz%20IMG_4131.jpgThe car starts off as a body in white with a FIA-compliant roll cage and a seam welded body. The engines are done by Roush and restricted to certain class requirements. It uses a CPC crank and not a FPC. The TR3160 6 speed the GT350R-C cars used is gone and has been replaced with a Holinger sequential gearbox. An aftermarket one-piece aluminum driveshaft replaces the typical two-piece steel S550 shaft. The rear axle housing uses a Torsen differential with stock Ford axles. Brakes are all Brembo, six piston up front and four piston out back.


    Starting off with the interior cabin, these cars are all business. You can see numerous fiber pieces along with a host of safety, data acquisition, and communications equipment everywhere you look.

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    The engine uses the regular GT intake manifold, ducting, and airbox. The GT350R-C car used the system from the GT350 but this car doesn't have that luxury. I believe the tubular exhaust manifolds are from the GT350 with the exhaust all custom after that.

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    Dry sump oil reservoir.

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    True dual exhaust system, just as God intended.

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    The aforementioned Brembo brake system stops this badboy on a dime. The fronts...

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    Rears...

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    The Dynamic Suspesnion (Multimatic's own) DSSV 2-way coilover dampers (bump and rebound) are absolutely state of the art.

    Front...

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    Atop the front struts are Multimatic's own camber plates. State of the art, they allow quick, repeatable camber changes by simply moving shims from one side to the other. Note the stitch welds on the strut tower, done via mig in ~1" beads with about an inch of space in between.

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    Sorry guys, if you want these for your street going Mustang, they aren't going to work with your production style struts and suspension. Price is just under 1k per side if you want them anyway.


    Rear dampers...

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    Not to be out done by the front, the rear suspension uses a pretty trick sway bar that ties into a gorgeous CNC billet aluminum lower control arm.

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    The cars were using a fabricated arm which was recently upgraded to the hardware you see here.

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    The Continental series require Continental tires, naturally. On nothing less than the best - Forgeline. Wheel studs and lug nuts are from MSI Racing in Mooresville, NC.

    Front...

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    Rear...

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    The body is a mix of stock GT350 and Multimatic fabricated carbon fiber panels. To begin with, the hood, easily the most eye catching short of the massive rear wing. This baby is all fiber.

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    Hood latches are from Aerocatch.

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    Want one?

    https://performanceparts.ford.com/part/M-16612-GT4


    The doors are not to be outdone either. Feather light with a perfect fit.

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    The grill panel behind the honeycomb is from the GT350R which utilizes a slightly smaller opening than that of the non-R GT350. Front hook can be purchased from the Ford Racing catalog.

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    The lower, outside fascia openings are completely blocked off behind their respective honeycomb panels. The idea is to reduce excess airflow into the engine bay and its subsequent lift. The GT4 cars don't place coolers there ala the factory GT350 anyway.

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    The canards, or dive planes used up front are CF (but formerly sheet aluminum prior to homolgation) and are purely for aero, 100%.

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    They attach to the fender as well as the CF splitter below.

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    The splitter, yet another Multimatic custom CF piece, attaches to the body at the stock pickup points as well as via a pair of cable lanyards.

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    The rear wing was optimized for drag as much as it was for downforce. It is simply gorgeous.

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    Ignore the silly blue car that interrupted my all important wing documentation.

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    Miscellaneous. Fuel system...

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    Axle vent...

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    Air jack system and safety blocks...



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    I have a bit more to share but wanted to get this much up first. Dean/Kohr and Multimatic have worked very hard to make this happen. In my view they have a fantastic job with it. What do you think?
     
  2. Bcobb85

    Bcobb85 Well-Known Member

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    Nicely done detailed pics :thumbsup:
     
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  3. Twin Turbo

    Twin Turbo Super Moderator
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    Brilliant photos...............gorgeous GT4. And Dean's a great guy :)
     
  4. snaproll

    snaproll Well-Known Member

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    So awesome, thanks for posting up the photos :)
     
  6. FP350S

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    :ford: Cool Shit...:coolphotos:
     
  7. Clink

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    Amazed as I kept scrolling, awesome pics thanks for sharing!
     
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  8. HISSMAN

    HISSMAN Large Member

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    Those camber plates are sex!
     
  9. Muligan

    Muligan ARRR!

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    Great pics - lots of detail.... thanks for sharing.

    I can say from experience, that stitch welding is very labor intensive. Been doing a bunch of it lately on my '65 Mustang vintage racer.......

    IMG_20170319_150604403_zpsbjbvwa4y.jpg
     
  10. Tank

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    #10 Tank, Jul 13, 2017
    Last edited: Jul 13, 2017
    Awesome stuff [MENTION=19066]Epiphany[/MENTION] :cheers:
    Thanks for posting :thumbsup:
    Amazing access and pics!
     
  11. JT1

    JT1 Well-Known Member

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    Is the HP reported anywhere?
     
  12. dron_jones

    dron_jones Well-Known Member

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    I had the good fortune of visiting their shop which is right down the road from my house about 8 weeks ago and saw the cars up on the lift..... So much want.....

    I am having Dean and team do the install of my lowering springs, camber plates and a few other small items. Very excited to have such a professional performance shop close by to do the work on my car.

    For anyone who has never talked to Dean before, couldn't be a nicer guy, never once did he make me feel unwelcome or too good to talk to me about the work on the car. It was a very refreshing experience compared to some of the other shops I have been to in the past.
     
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  13. Demonic

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    Weren't the first GT350R-C's using the FPC's? I could have sworn I remember reading an article about the sound being what made them easily recognizable during the Continental championship. Awesome pics, thanks. And yeah, stitch welding was always done on the BMW race cars too. It was one of those signs of someone's car having gone off the deep end into being a race car.
     
  14. FogcitySF

    FogcitySF Well-Known Member

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    Really awesome thread. Keep the pics and info coming!
     
  15. kart125

    kart125 Well-Known Member

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    Wow it's like having access to God's shop just before he created humanity!! Nice write up as always Epiphany! If those canards are ever available I'll take a set!
     
  16. Zombo

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    I think you are correct about the FPC in the previous race car. This is the GT4 which employs a CPC. However, from what I've researched, it uses a lot of Voodoo components, at least the block & heads. I imagine the forged Al. pistons and forged steel rods with fracture split caps, too, but that's just my speculation. Yes, seam welding surely adds to the stiffness and durability of the chassis.
     
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  17. Mike02z

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    I guess I'm getting too old as I saw the thread title and thought of Dean Martin from the rat pack :)
     
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  18. Colleton

    Colleton Mustang Fan

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    Beautiful, thanks for posting the pics.
     
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  19. Zitrosounds

    Zitrosounds Well-Known Member

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    The Continental sports car challenge car was a GT350R-C. So yes, it had a FPC and won the series for 16.
     
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    Epiphany

    Epiphany Well-Known Member

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    #20 Epiphany, Jul 14, 2017
    Last edited: Apr 6, 2018
    Regarding the crankshaft confusion...I find it interesting how the very subject is being handled so delicately by Ford. When Ford Racing introduced the FP350S they went out of their way to not discuss which crankshaft was going to be used. I was at PRI in Indy last fall and had a lengthy discussion with Bruce Smith of Ford Racing about the car, including bringing up which crankshaft was going to be used. He was very quiet about it but made a hint that was easy to decipher as to which one would be used. It is as if everyone has been told to not step on the production GT350's toes and as such to never speak negatively about the fact that the rotating assembly in that engine may not be the most favorable from a pure racing perspective. Look at this recent page created to better detail the GT4 effort and click on the tabs at the top of the page...

    https://www.gt4mustang.com/

    It mistakenly asserts that the GT4 cars are using the production flat plane crank - it isn't. When marketing decisions trump those of engineering, this is what you get, confusion. It doesn't help the fan base and IMHO, it's a bit of a white lie. I wish Ford would be a bit more transparent about what the actual race cars are using and stop worrying about the subsequent questioning which they apparently believe could lead to some sort of fallout. Note to Ford - we all know the 5.2 as used in the road going GT350 is a vibration monster and wholeheartedly understand why it may not be the best combination for a true race car. OK?


    I wanted to thank Dean and his crew for their hospitality. Dean is indeed a very down to earth guy. His demeanor is that of a friend you may have known for a long time. The day that I was there he was changing tires, handling typical team owner duties, shaking hands, and in general, being busy as shit. When the car went down he was under there with his crew getting dirty and fixing the car. How many other drivers of his caliber do you see doing that? And everyone he has working for him or with him is approachable as well. They all worked very hard and towards a common goal - winning. They can also bust chops with the best of them, a sure sign of a cohesive group.:)





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    Regarding the hood, it had some different iterations as well. Here's an earlier version with the louvered sections designed to allow them to be flush with the hood. The current version has flanged fiber louver sections that fit over the hood.

    zz%20gt4%20at%20sema-1.jpg


    Something many here can relate to - failed rear axle CV joints/boots. My own car suffered from a failed boot that spewed grease everwhere, was covered by warranty, and replaced with a new axle assembly. A new axle and CV joints all because of a failed boot. This extends over to the cars being raced as well because they are required to run the production axles. Here's a photo (not mine) that circulated earlier this year of a failed axle from Dean's GT4 car. I believe it was from Daytona.

    Deans%20failed%20RH%20GT4%20axle%20from%20Daytona.jpg


    So I immediately noticed the new factory axle sitting on a table and had a pretty good idea as to why.

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    Dean actually took the time to talk to me about it in detail. He brought up a couple of important considerations. For one, the GT4 cars deviate from the factory ride height and as such the driveline angles may be generating a bit more heat. And clearances are reduced on the cars such that heat from nearby components (such as the exhaust) can wreak havoc on the joints and boots themselves. Nobody made an official statement but I'm under the impression that Ford Racing (or even Ford corporate for that matter) is helping much. And maybe they can't, I don't know. So for now the team has to get by making sure that the grease can handle temperatures seen on race day, that the boots don't melt, and that they can vent off any pressure buildup. Not the easiest task.

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    While it isn't on the following list, it isn't as simple as switching to an aftermarket axle assembly from what I understand. Homologation dictates what can be used and the various sanctioning bodies know pretty much what is being used on the car. An example...

    http://sportscarchallenge.imsa.com/...nlods/gs_component_declaration_2017_final.pdf


    Something I didn't say much about, setup. There is a lot of time spent prepping the car for a given track, atmospheric conditions (etc), driver preference, tires - you name it. Experience is a huge help here but there are never any guarantees. I watched my good friend Tom Wenstrom quickly verify some settings prior to the car going back out to the track.

    Measuring toe with toe plates...

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    Measuring camber...

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    The car was somewhere near 4* of negative camber when he checked it. Remember, changes can be relatively quick with the Multimatic camber plates used. Everything is scrutinized and the teams are regulated with respect to setup as well. For example, look at the following technical bulletin they had to live by regarding the right front tire at Watkins Glen.

    http://sportscarchallenge.imsa.com/.../downlods/ictsc_tb_17-10_gs_camber_limits.pdf


    In summation, the GT4 Mustang is a great effort from Multimatic and Kohr. Teams globally will no doubt benefit from their hard work on this one. I just hope Ford will offer as much support as possible. The Ford GT race program is a great one and it would be nice if Ford can spread the love around as much as possible. They sure are there watching...

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