Ford Proposing Cars That Are Virtual Personal Assistants

Ford Proposing Cars That Are Virtual Personal Assistants


According to Ford, by 2022 nearly all new cars are expected to offer voice recognition, and future systems may evolve to interpret tone of voice and facial expressions. This will come as a surprise to people who drive Ariel Atoms and Lotus 7s, and as no surprise to anyone who thinks it’s over-reach at best, and a bad idea in general.
Look, Ford’s in-car connectivity system SYNC 3 works really well. It already has voice control and integrates with Apple CarPlay and Android Auto. Soon we will be able to use Amazon’s virtual assistant Alexa as part of SYNC.
That’s all fine and good, I guess. What is not good is this:
Keep It Simple Stupid
According to Ford subcontractor Nuance, within the next two years, voice control systems could prompt us with: “Would you like to order flowers for your mom for Mothers’ Day?” “Shall I choose a less congested but slower route home?” And “you’re running low on your favorite chocolate and your favorite store has some in stock. Want to stop by and pick some up?”
No. No I would not. You know what I would like to do: Drive. Look. I’m not a Luddite. I like technology. But I am also opposed to any technology being added to a car that makes driving it harder or more complicated.
Adding stuff like this to a car is solving problems that do not exist, and overlooking problems that are already there. It rather reminds me of the time when someone pointed out to Triumph that people weren’t buying their cars because they were scared of them being unreliable. Triumph’s answer: Make them easier to work on. Triumph thought the problem was solved. The market thought otherwise.
The answer to traffic is not to figure out that you’re upset by it and sing you a happy tune, it’s to make less traffic. And believe it or not, singing you a happy song is just what Nuance would like to do.
“We’re well on the road to developing the empathetic car which might tell you a joke to cheer you up, offer advice when you need it, remind you of birthdays, and keep you alert on a long drive,” said Fatima Vital, Senior Director of Marketing Automotive for Nuance Communications.
Ford brings the industry’s first in-car Alexa integration with SYNC 3 AppLink. Alexa provides the ability to command and operate internet-enabled functions such as lighting, security systems, garage doors, and other Alexa smart home devices. Available home-to-car features allow electric vehicle owners to start and stop their engine, lock and unlock doors, and monitor vehicle readings, including fuel level and battery range. Photo: Sam VarnHagen.
Facial Recognition, Mood Interpretation
Why they thought this was an answer, and to what problem is beyond me. What we do know is that Nuance helped Ford develop voice recognition for the SYNC in-car connectivity system, so Ford seems to listen to these people, which does not fill one with confidence. Ford predicts that future in-car systems like SYNC will evolve into personal assistants that can shuffle appointments and order take-out food when drivers are stuck in traffic jams.
No. Seriously.
Ford and Nuance think the cars of tomorrow will be able to pick up on tiny changes in our facial expression, as well as modulations and inflections in our speaking voice, easing the driving experience.
Yeah, just what I want. Some idiot blows through a red light, I nearly hit him, the car picks up on “tiny changes in my facial expression and modulations and inflections in my speaking voice,” i.e. I turn red in the face and start screaming at another driver’s inattentive behavior that nearly cost me my life, so the car decides to play “The PiƱa Colada Song” to calm me down. Yeah, bad idea.
In the future, our vehicles may be able to read our facial expressions and respond. Photo: Ford Motor Company.


Silence & Sneezes
Ford and Nuance say that advanced in-car systems equipped with sophisticated microphones and cameras could “learn which songs we like to hear when we are stressed and those occasions we prefer to simply enjoy silence.” The car could even change the interior lighting to complement our mood.
I don’t even know where to start with that mind bogglingly misdirected urge.
“Voice commands like ‘I’m hungry’ to find a restaurant and ‘I need coffee’ have already brought SYNC 3 into personal assistant territory,” said Mareike Sauer, Voice Control Engineer, Connectivity Application Team, Ford of Europe.
Hey Mareike, what will my car-of-the-future do when I lose it over the knuckle-dragging reprobate in front of me, fiddling with their voice recognition in-car assistant and driving 25 miles an hour under the speed limit? What if I demand that my car play Black Flag at maximum volume and order that it deploy The Hadron  Enforcer on said knuckle-dragger?
It gets even goofier. Ford says future gesture and eye control would enable drivers to answer calls by nodding their head, or with short twisting motions, adjust the volume, or set the navigation with a quick glance at their destination on a map. They said nothing about what would happen if someone has a sneezing fit in the middle of allergy season or a total freak out over noticing a bee flying around in their car.
Want to give me a better car? Give me a car that looks like a Ferrari, goes like a cheetah, and costs like a Miata. Leave the digital minions in the hands of Apple or Google or Bill Gates.
Tony Borroz has spent his entire life racing antique and sports cars. He means well, even if he has a bias towards lighter, agile cars rather than big engine muscle cars or family sedans.



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2017 Honda CR-V: Product & Performance Overview

2017 Honda CR-V: Product & Performance Overview

The 2017 Honda CR-V is really about good things getting better. It’s one of America’s best-selling SUVs, with lots of features and performance attributes to match. Now in its fifth generation, the 2017 Honda CR-V has more cargo space, new interior refinements, and increased levels of connectivity and comfort.
The CR-V’s new body architecture provides benefits as well, from ride and handling to steering response.
Nearly 4 million CR-Vs have been sold in the United States over the last 20 years. If you are considering one, here is a breakdown of the 2017 Honda CR-V.
Exterior Design
The focus was a more aggressive stance, characterized by the combined appearances of the front end, fenders, and headlights. Honda also wanted to achieve a sophisticated and athletic presence, as seen in things like the longer wheel base and short rear overhang.
Honda even took the hood into consideration and the dual exhaust is a nice touch too.
Although, the 2017 Honda CR-V is more than a pretty face – it’s functional and efficient. With the automaker’s first Active Shutter Grille system, aerodynamic drag is reduced to increase fuel efficiency. The A-pillars are narrower to increase visibility. At the rear, the tailgate will open and close by simply waving your foot under the vehicle (optional).
Photo: Honda North America.
Interior Finish
Honda wanted to set a new standard here as they focused on refinement, utility, and premium features. The new soft-touch instrument panel, seat stitching, and color TFT driver information interface are prime examples. Other creature comforts include a remote start, dual-zone climate controls, heated side mirrors, and dual rear USB charging ports.
In the way of comfort, the front passenger seat has a 4-way power adjustment while the driver’s seat has an 8-way power adjustment and 4-way power lumbar support.
The 2017 Honda CR-V is well connected with a 7-inch touchscreen Display Audio interface. The Android operating system has an available Honda Satellite-Linked Navigation System, developed in partnership with Garmin. Smartphones are easily integrated through Apple CarPlay and Android Auto.
Cargo Space
There is plenty of room for everything from groceries and pets to people and sports equipment. Since the 2017 Honda CR-V has a winder stance and longer wheelbase, interior room has increased nicely. When compared to the previous model, total interior volume is up 1.8 cubic feet. This includes an increase in rear seat legroom by 2.1 inches, while total cargo length, with the second-row seats folded flat, increased by 9.8 inches.
A new 60/40 split rear seat design should make it easy to get passengers and cargo in and out.

Photo: Honda North America.


Engine Specs & Fuel Economy
Honda invested a significant amount of time here, focusing on responsiveness, fuel economy, and overall performance. The 2017 Honda CR-V offers two engines, both of which are pretty solid. The CR-V LX trims are powered by a 2.4-liter DOHC direct-injected i-VTEC engine with Variable Timing Control. The higher trims feature CR-V’s first turbocharged engine, a 1.5-liter DOHC, Direct-Injected in-line 4-cylinder with dual Valve Timing Control.
The first engine, the 2.4-liter, creates 184 horsepower and 180 lb-ft. of torque. Fuel economy is EPA rated at 26/32 city/highway and 27 combined with front-wheel drive. All-wheel drive, by comparison, is rated at 25/31 city/highway and 27 combined.
The second engine, the 1.5-liter turbo, comes in at 190 horsepower and 179 lb-ft. of torque. At first glance, the numbers seem pretty close (and they are) but the advantage for the second engine is where the torque is available: 2,000 to 5,000 rpm here as opposed to 3,900 rpm with the 2.4-liter.
Fuel economy ratings on the turbo engine are a bit better too: 28/34 city/highway and 30 combined with front-wheel drive and 27/33 city/highway and 29 with all-wheel drive.
Try not to stress too much here. If you are looking at the 2017 Honda CR-V seriously, pick the one that fits your budget. Either engine will be satisfactory. Both are paired to a continuously variable transmission (CVT) with Honda G-Shift control logic.
Last big item here is Honda’s Real Time AWD system, which will provide additional footing in bad weather. The 2017 Honda CR-V sees a significant increase, through this system, in maximum rear-wheel torque output. Finally, new electronic controls will provide better traction, regardless of the weather.
Photo: Honda North America.
Chassis & Suspension
To increase things like handling and ground clearance, a front MacPherson strut and a new rear multi-link suspension were employed. There are specially tuned low-friction dampers, while tubular front and solid rear stabilizer bars provide more response when turning and driving through corners.
The dual-pinion, variable ratio Electric Power Steering is essential here too, providing the driver with a strong sense of control. This will make maneuvering the vehicle through packed city streets, congested parking lots, or rush hour traffic relatively easy.
Safety & Security
One of the things we feel quite strongly about is Honda’s next-generation Advanced Compatibility Engineering (ACE) body structure. We are convinced it is one of the best designs on the market to keep you and your family safe. Essentially, ACE is a very strong, very stable front frame structure that provides protection in a frontal collision. The design disperses crash energy away from occupants (you and your family) by diverting that energy to upper and lower structural elements of the vehicle.
The 2017 Honda CR-V is targeting the highest available safety ratings, including an NCAP 5-star Overall Vehicle Score from the NHTSA and a TOP SAFETY PICK+ rating from the IIHS, including a SUPERIOR rating for frontal crash prevention when equipped with Honda Sensing.
Photo: Honda North America.
Development & Manufacturing
Honda offices in the United States and Japan worked together when developing the 2017 CR-V. The vehicle will be produced in North America at three different facilities: East Liberty, Ohio, Alliston, Ontario, Canada, and, for the first time, Greensburg, Indiana. Engines for the new CR-V will be manufactured in Anna, Ohio and in Alliston, Ontario, while the CVT will be produced in Russells Point, Ohio.
In essence, the 2017 Honda CR-V came to fruition through the collective efforts of the automaker’s various teams worldwide. The vehicle is on sale now with a starting MSRP of $24,045 USD.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan. 
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Photos & Source: Honda North America
 



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2018 Camaro ZL1 1LE: Hang On, This Thing Is Fast

2018 Camaro ZL1 1LE: Hang On, This Thing Is Fast

As luck would have it (more to do with my lifelong addiction to racing) this past weekend was the Daytona 500. Driving the pace car was Jeff Gordon, fresh off his win (I thought he was retired) at the 24 Hours of Daytona. The car he was driving was a 2018 Camaro ZL1 1LE.
At one point he said, while pacing the field, cool as a cucumber, “y’know, this thing can top out right around 200 miles an’ hour.”
That’s all I needed to hear.
Running With The Pack
Now, I am not that much of a NASCAR fan. But this was the Daytona 500, so why not? However, I am enough of a fan of the stockers to know that at Daytona (and at Talladega etc.) a stock car tops out in the mid-190s, brushing up against 200. Yes, yes, I know. This is a restrictor plate track, and yes, I know they could go considerably faster if you pulled the plates and just let ’em run. Go ask Brian France why that’s the state of things, I’m not going to get into it here.
Anyway, Gordon’s statement of, “y’know, this thing can top out right around 200 miles an’ hour,” was clearly meant to be interpreted as “y’know, if I don’t pull into the pits, I bet I could hold these guys off for a lap or two!”
No, that’s not just my wishful thinking. The huge grin on Jeff Gordon’s face when he said it tells you it was fact.
Heavy Hitting
Now, the General will tell you the new ZL1 1LE is all about being a curve swallowing, straight-munching track machine – and make no mistake, it is – but c’mon, how much fun would this thing be on Woodward Avenue on a warm spring night? That smug yuppie jerk that’s been pacing you for the past three or four lights? This would wipe that conceited grin off his face like a chalkboard eraser.
Basically, the Bowtie Boys show us this is going to be one quick mofo.
For starters, the new ZL1 1LE was 3 seconds faster than the standard ZL1 Coupe around General Motors’ Milford Road Course. At 2.9-miles, that’s more than a second per mile quicker than the next quickest Camaro Chevy offers. That is a big gap.
How, might you ask, does Chevy make a Camaro this fast? Well, my busted-knuckle, greasy-nailed gearheads, they did it by working four main elements like Ali on a heavy bag: Aerodynamics, adjustable suspension, wheels and tires, and weight loss.
Photo: Chevrolet.
Aerodynamics & Suspension
Aero-wise there’s a bunch of new bits and pieces sprinkled onto the car. There’s a carbon fiber rear wing (and yes, it actually produces downforce and was finessed in a wind tunnel) and up front there are specific air deflectors and dive planes on the nose. Bottom line: grip is up, and cornering speeds are way up.
The adjustable suspension showcases racing-derived, lightweight dampers (front and rear) a with Multimatic DSSV (Dynamic Suspension Spool Valve) system. Yes, that’s a bunch of corp-speak, but what it gives the 1LE is excellent wheel and vehicle control. These front dampers can adjust the front-end ride height while the camber plates are also adjustable. The rear stabilizer bar? You get three adjustments there, and all of the suspension components are designed for quick changes at the track for “optimal performance and a quick return to street settings when the track day ends.”
Or, you know, you can just leave it on the track set up because that’s how you roll.
Tire Tech
The 1LE rides on new, lightweight forged aluminum wheels that are an inch wider but, curiously, are an inch smaller in diameter, front and rear, than the standard ZL1 wheels. Your guess is as good as mine, but I’m betting on better sidewall control and an obviously larger contact patch. The wheels are swathed in new Goodyear Eagle F1 Supercar 3R tires. Chevy says this is good enough to deliver a max lateral grip of 1.10g, which is really impressive. The new Goodyear skins were created solely for the Camaro ZL1 1LE. The 3R tires warm up faster, so as to stop you from embarrassing your self on the first corner of the first lap.
The new wheel-and-tire package weighs about 1.5 pounds less per corner.
Speaking of lighter weight, the lighter wheels and dampers, along with reduced thickness in the rear glass, and a fixed-back rear seat drop 60-pounds off the curb weight of a standard ZL1 Coupe. Look, lighter weight is always a laudable goal in performance oriented cars, but 60 pounds ain’t all that much, and Camaros, although relatively lighter, will never be mistaken for something Colin Chapman would make.
Photo: Chevrolet.


Engine & Braking
Besides, given the engine this thing has under the hood, weight issues aren’t really issues. In the case of the Camaro ZL1 1LE, said plant is a 650 horsepower, supercharged LT4 engine hooked up to a six-speed manual transmission with Active Rev Match.
Hence the big grin on Jeff Gordon’s face.
Stopping is down to Brembo brakes, with red calipers with the 1LE logo, because why not add a little bit of flash?
Other standard features comprise of dual-zone automatic climate control, Bose premium audio system, heated/ventilated front seats, and a heated steering wheel, because even though this is a track-focused car, this is not a track-only car. Only complete hair-shirt screwballs would insist on a factory car stripped of carpet and sound deadening and back seats and stipulate side windows made of Lexan.
But there’s no need to get into my personal kinks, this is all about the 1LE.
The 2018 Camaro ZL1 1LE goes on sale later this year and pricing will be announced closer to that time.
Tony Borroz has spent his entire life racing antique and sports cars. He means well, even if he has a bias towards lighter, agile cars rather than big engine muscle cars or family sedans.





Photos & Source: Chevrolet



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2020 Porsche 911 Carrera & 911 Carrera Cabriolet: A Brief Walk Around

2020 Porsche 911 Carrera & 911 Carrera Cabriolet: A Brief Walk Around The new 911 Carrera and Carrera Cabriolet expand the 911 model range.
Model-specific turbos help the flat six engine crank out nearly 380 horsepower.   
Expect the new 911s this fall with all-wheel drive variants arriving at a later date. 
After the introduction of the latest versions of the evergreen 911, the Carrera S and 4S, Porsche is expanding the range again with the 911 Carrera and Carrera Cabriolet. And these will not be just fluffy, badge-engineered cars, nope. The 2020 Carreras are set to get model-specific turbo engines for one thing. Yas, yas. The one word that should strike fear into the hearts of your competition (and you, if you’ve ever gone over the edge in an original 911/930 Turbo). Either way, Porsche is back for another bite of the performance apple for 2020.
Obviously, this very much counts as good news, but what sets apart the Carrera models from the S and 4S?
2020 Porsche 911 Carrera: Engine & Transmission
For a start, like the 2020 911 S and 4S, the new Carrera and Cabriolet are motivated by a twin-turbo 3.0-liter flat six engine. For the Carrera, model-specific turbochargers crank out a very healthy 379 horsepower and 331 lb-ft. of torque. That equates to a nine horsepower bump from the previous 911 Carrera. The standard gearbox is the eight-speed PDK unit that allows the 2020 911 Carrera to hit 60 in four seconds flat. If you opt for the optional Sport Chrono Package, that time will drop to 3.8 seconds. Either time works out to an improvement over to the previous 911 Carrera Coupe with the PDK transmission.
The Cabriolet offers similar performance numbers. 60 mph comes up in 4.2 seconds or four seconds flat when you go with the optional Sport Chrono Package. The hardtop 911 Carrera reaches 182 mph, while the 911 Carrera Cabriolet can hit 180. Porsche goes out of their way to say this is the “top track speed.” Ain’t they cute.
2020 Porsche 911 Carrera. Photo: Porsche Cars North America, Inc.
Suspension, Tires & Braking
Both the 911 Carrera and Carrera Cabriolet come with Porsche’s Active Suspension Management or PASM. Just like on the Carrera S and 4S, this electronically-variable damping system comes standard and offers two selectable modes: Normal and Sport. The wheels have a staggered diameter with 19 inchers at the front and 20 inchers at the back. They are skinned with 235/40 ZR 19 and 295/35 ZR 20 tires, respectively. There’s an optional 20/21 inch staggered setup, pulled from the Carrera S and 4S.
Related: Better consult your doctor before driving the Porsche 911 Speedster.
Brakes, always a Porsche strong point, feature internally-ventilated and cross-drilled, grey cast-iron rotors. These are 13 inches, both front and rear, and feature black four-piston calipers. If you want to stop even quicker, Porsche’s Ceramic Composite Brakes are on offer. As on the S models, Wet Mode is standard equipment. Wet Mode automatically detects water and matches the stability control and anti-lock brake systems to suit. It even warns the driver.
2020 Porsche 911 Carrera Cabriolet. Photo: Porsche Cars North America, Inc.
2020 Porsche 911 Carrera: Exterior & Interior Treatments
The outsides of the 911 Carrera models are set apart by their fender arches and front luggage compartment lid, reminiscent of classic 911s. There’s also that new, full-width LED light strip stretching across the rear. Get used to seeing that, it’s going to be a Porsche signature for a while. The only difference between the standard 911 Carreras and the S/4S derivatives are the exhaust openings. Standard 911 Carrera models feature a big rectangular, single-tube tailpipe on each side; while the S models get a set of round twin tailpipes on each side. The optional Sport Exhaust system is available.
On the inside of the new 911 Carrera you’ll find pieces previously introduced on the S models. This includes the seats, the centrally-positioned tachometer (a fine Porsche tradition), and the new Porsche Communication Management system. The five toggle switch buttons below the touchscreen make for a nice addition as well.
2020 Porsche 911 Carrera, 911 Carrera Cabriolet interior layout. Photo: Porsche Cars North America, Inc.
Pricing & Availability
If you want one (and I bet you do), go ahead and put your order in now. Your car should reach dealers early next year, with the 911 Carrera ringing out at $97,400 and the Cabriolet retailing for $110,200. The next big news from Porsche: all-wheel drive versions coming soon!
Tony Borroz has spent his entire life racing antique and sports cars. He is the author of Bricks & Bones: The Endearing Legacy and Nitty-Gritty Phenomenon of The Indy 500, available in paperback or Kindle format. Follow his work on Twitter: @TonyBorroz. 
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Photos & Source: Porsche Cars North America, Inc.



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2019 Ford Mustang Bullitt Review: A Real Sleeper!

2019 Ford Mustang Bullitt Review: A Real Sleeper! 97Excellent 2019 Ford Mustang Bullitt Overall Impression Ideal summer car.Fast, fun, and furious.Nice slice of nostalgia.ProsStylingManual TransmissionEngine Performance & SoundConsSmall Backseat Parking In Big Cities The 2019 Ford Mustang Bullitt marks the 50th anniversary of the 1968 movie Bullitt. If you aren’t old enough to remember, or haven’t seen the movie, you need to. The film has one of the most iconic car chases in cinema history. The film stars Steve McQueen and a Highland Green 1968 Mustang fastback. The car was the biggest hit and it made the already successful Mustang even more popular at the time. The Mustang Bullitt returns and it’s a sports car any performance enthusiast would want sitting in their garage.
Over the weekend, we drove a 2019 Ford Mustang Bullitt in Dark Highland Green.
Ford Mustang Bullitt: What’s New For 2019?
Ford dipped into the nostalgia pool and created the 2019 Mustang Bullitt, and we could tell they had fun doing it. It’s available in Dark Highland Green or Shadow Black, but we can’t imagine anyone not getting the iconic green hue. The manual gear shifter features a white cue ball knob as a nod to the original car.
The optional Electronics Package includes navigation, driver memory seats and mirrors, upgraded sound system, and blind-spot detection with cross-traffic alert. Ford’s MagneRide suspension and RECARO seats are the only other two options for this classic Mustang.
Features & Options: A Real Sleeper 
The 2019 Ford Mustang Bullitt comes standard with black alloy wheels, power-adjustable front seats, and rear parking sensors. The Performance Package is standard on the Bullitt. It includes red Brembo brakes, 19-inch wheels, and Michelin Pilot Sport Cup 2 summer performance tires. The Performance Package gives your Bullitt a shorter differential ratio, a bigger radiator, stiffer front springs, and a larger rear stabilizer bar. Our Bullitt tester came with the optional MagneRide adaptive suspension and blind-spot monitoring.
We liked how the new Mustang Bullitt is a real sleeper. The spoiler, fender logos, and grille badges are all removed. You can’t tell this coupe is a special edition or a high-performance model. There’s added chrome trim around the side windows and grille, but the only thing that gives it away is a Bullitt-specific crosshair badge on the rear. Maybe the red Brembo brake calipers peeking through the wheels – but that’s about it. Otherwise, it’s a true sleeper. 
Our Bullitt tester came with the optional Electronics Package which included a 12-speaker Bang & Olufsen premium sound system and navigation. Our tester was not for sale and Ford did not give us any exact pricing info. Based on our research and depending on options, plan for $47,000 to $53,000 if you are going to purchase a new Mustang Bullitt. Ford could get a lot more money from this coupe if they wanted to.
2019 Ford Mustang Bullitt.
Interior Highlights: Symphony of V8 Sound 
The first thing you have to consider is parking your Bullitt! You don’t want to park too close to someone for fear of door dings on that gorgeous Highland Green paint. We also found out real fast how the long doors make it nearly impossible to get in and out of the low-slung Mustang. If you have rear passengers they need to be child-size, because they will have a hard time accessing the rear. The seat belts are another issue in this performance car. It’s quite a long reach back just to get the belts. Once we got in, however, there’s a good range of adjustment for the steering column and seat height, allowing both tall and short drivers the ability to find a comfortable driving position.
We immediately noticed the white cue ball shift knob, and that brought back good muscle car memories. Our Bullitt tester came with green accent stitching, a 12-inch LCD instrument cluster, and a heated steering wheel.
The cabin feels spacious up front and there’s plenty of elbow room to get comfortable. Everything is well laid out and the build quality feels solid, even though there are some hard plastics. The fit and finish feels tight with no annoying rattles to detract from the 5.0 V8’s rumble. Visibility is not great as you would expect from a raked roof coupe like this. Decent side mirrors help shrink the typical blind spots, and we were thankful for the standard rearview camera when backing into a tight spot. Given the rear seats are very size-restrictive for passengers, it’s a great place for additional storage.
2019 Ford Mustang Bullitt interior layout.
Engine & Fuel Mileage Specs
The 2019 Ford Mustang Bullitt is powered by a sweet 5.0-liter V8 with an open-element air induction system and an intake manifold sourced from the Shelby GT350. Although torque stays the same as the current Mustang GT (420 lb-ft.), horsepower gets a bump to 480. The Bullitt only comes with a six-speed manual gearbox; an automatic is not available.
EPA fuel mileage ratings come in at 15/24 city/highway, but you won’t even get close to that. 
Driving Dynamics: Perfect For Those Who Love Cars 
Power from the Mustang Bullitt is off the charts, and the sound from the dual exhaust is even better. We downshifted the healthy V8 and heard the rev-matching system, which is addicting to the ears. You can’t drive this Mustang without getting a big grin on your face! Anyone within earshot will know this is a special car.
We had more fun this weekend than any auto journalist should be allowed to. We took out more friends who couldn’t wait for us to give them a ride. After a few drives, we seriously thought about charging admission! Everybody we knew wanted to feel the raw power and listen to the throaty growl from this 5.0 V8. 
We pushed the Bullitt hard around the mountain corners near Denver and it gave us everything we could ask for. The MagneRide suspension provides plenty of stability at higher speeds, and the manual transmission’s short throws make it a rarity when so many cars today have automatics. The Bullitt is a special car for rare occasions. As an everyday driver, you would likely get a boatload of speeding tickets.
Anyone within earshot will know the 2019 Ford Mustang Bullitt is a special car.
Conclusion: An Ideal Summer Ride 
The 2019 Ford Mustang Bullitt is for the performance enthusiast who wants a car for extreme fun. This needs to be a second car that’s taken to the track on weekends ideally. It’s the only way you will experience the optimum performance this pony car has to offer. 
Denis Flierl has invested over 25 years in the automotive industry in a variety of roles. All of his firsthand reviews are archived on our test drives page. Follow Denis on Twitter: @CarReviewGuy
2019 Ford Mustang Bullitt Gallery











Photos: Ford Motor Company.



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Best Car Sharing Services Compared: A Guide To Short-Term Car Rentals

Best Car Sharing Services Compared: A Guide To Short-Term Car Rentals Americans today are looking for the most cost-effective ways to move about. As the average price for a new vehicle continues to increase, car sharing services have become a viable option.
You can think of car sharing as a short-term rental service, enabling you to drive a specific vehicle when and how you need it. And while car sharing has a lot of upsides, there are particular drawbacks you need to consider as well.
This guide will help you determine which car sharing service is right for you.
What Are The Advantages of Car Sharing?
Expenses: Car sharing helps you save on gasoline, parking fees, maintenance costs, taxes, vehicle registration, insurance, and various other fixed monthly costs. Those expenses are inclusive in the per-minute or per-hour cost of renting the vehicle.
Occasional Use: Car sharing is a practical alternative for those on a budget who don’t necessarily need a full-time vehicle.
Selection: Easily able to choose what you need for specific trips. Need a small car for a quick run to the shopping mall or grocery store? Do you need a larger truck for moving, or an SUV for a family vacation? Many car sharing services and the vehicles they offer are accessible via an app on your smartphone.
Flexible: Car sharing services are an easy and affordable way to get behind the wheel without buying or leasing the vehicle, or beholding yourself to a preset public transportation schedule.
Green: If you are concerned about carbon emissions and pollution, then consider a car sharing service. You can choose a hybrid or – in some cases – a fully-electric vehicle for your trip.
Easy: Car sharing is nothing more than choosing the vehicle you want, and waiting for it to arrive at your home. When you’re done, return the car and that’s basically it.
Passive Income: Car sharing allows you to earn money from your privately-owned vehicle(s). New cars are cheap to run but expensive to buy. Car sharing services will give you the ability to maximize the use of a particular vehicle. Going on a long business trip abroad? Instead of parking your vehicle at the airport lot, car sharing gives you the opportunity to earn money while you’re away.
What Are The Disadvantages of Car Sharing?
Costly: Car sharing is costly if you need to drive every day. This also holds true if you cover a lot of miles on your typical work day commute. If this is the case, leasing or buying your own vehicle is more economical in the long run.
Range: Car sharing services may sound convenient, but not if you live far away from parking garages or drop-off points.
What Are The Types of Car Sharing Services?
Traditional car sharing where a company owns the cars; and
Peer-to-peer car sharing, where you rent the vehicle from private car owners or lenders.
This comprehensive guide will take you through the basics of car sharing and help you pick a service that’s right for you.
Traditional Car Sharing Services
Zipcar
Zipcar was established in 2000 and is one of the most popular car sharing services in the United States. They are a traditional service as a subsidiary of Avis Car Rental. As of July 2019, the service is available in more than 170 cities in 44 states, as well as Canada and Europe.
Zipcar offers a bevy of driving plans, including one for occasional driving with no monthly commitments, and an extra value plan for frequent drivers. The monthly rates will vary by city and model. You can expect to pay a daily rate of $66.00 to $78.00 for a 24-hour period or approximately $8.00 to $10.00 per hour depending on the chosen plan.
The monthly driving plan is $7.00 per month while the extra value plan is $50.00 per month. New customers can enjoy $25.00 in free driving credits; students may also receive special discounts and credits.
Photo: Zipcar.
What Are The Pros of Zipcar?
Location: Available at almost all airports and college campuses in the United States.
Selection: Zipcar has a huge fleet of cargo vans, pickup trucks, luxury vehicles, SUVs, and hybrid cars.
Peace of Mind: The service comes with 24/7 roadside assistance and a rental option of up to seven days.
Range: Every reservation includes 180 miles per day. If you need more, Zipcar will simply charge an additional $0.45 per mile.
Gas & Insurance Included: Each vehicle comes with a gas card. You can use it to fill up the tank and Zipcar will handle the rest. All Zipcar members are covered with comprehensive insurance.
Simple: After applying online, your Zipcard is mailed to you, giving you access to thousands of vehicles worldwide. Book your ride, tap the Zipcard on the car’s windshield to unlock the vehicle, and you’re ready to hit the road.
What Are The Cons of Zipcar?
Drop-Off Location: You are required to return the vehicle where you picked it up.
Added Fees: You’ll get hit with penalty fees ($50.00 to $150.00) for late returns and low fuel.
Verdict: Zipcar is available in more cities and airports across the country, and offers competitive rates within a range of plans. The widespread availability makes it an ideal choice for business travelers too.
If you join using our link, you’ll get a $25 free credit when you create an account.

Enterprise Car Share
Enterprise Car Share is found in a handful of U.S. cities and on 130 college campuses. The service is also available in the UK and Canada. Enterprise Car Share is part of Enterprise Rent-A-Car and leverages the company’s experience in the rental car industry. While rates are competitive, the reach in the U.S. is limited.
If you live in New York City, Enterprise Car Share offers two types of plans: Smart Saver and pay-as-you-go. Smart Saver charges an annual membership fee of $40.00 and will cost you around $79.00 to $175.00 daily; and $9.00 to $18.00 per hour depending on the chosen vehicle. Pay-as-you-go starts around $50.00 per month with hourly rates starting at $7.65. Houston, Philadelphia, and St. Louis are among the other major metropolitan areas Enterprise Car Share covers.
What Are The Pros of Enterprise Car Share?
Gas & Insurance: Both are included.
Location: Available in airports and on college campuses.
Range: Lengthy mileage allowance of 180 miles to 200 miles.
Flexibility: Offers customized plans for small businesses and government agencies.
Selection: Enterprise Car Share offers sedans, pickups, hybrids, and electric vehicles.
Rates: Slightly lower rates than other car sharing services. You can rent a vehicle 24/7 by the hour, per day, or overnight depending on your needs.
What Are The Cons of Enterprise Car Share?
Less Flexible: You must return the car where you picked it up.
Rates: Nothing is set. Rates will depend on the time of day or day of the week.
Availability: Enterprise Car Share is not available in most U.S. metropolitan areas. As of this writing, only 11 cites appear on their website.
Verdict: With the ability to rent a vehicle by the hour, Enterprise Car Share is best for shorter trips. The service also includes free pick-up if you reserve a vehicle from a non-airport location. However, the limited availability in the U.S. might mean you end up using another service anyway. Enterprise Car Share is, however, much more expansive in the United Kingdom.
Car2Go
Car2Go was established in Germany in 2008. It is now available in many North American and European cities and comes with no annual or monthly fees, and no membership costs. Their service model lets you grab an available vehicle from designated parking lots in your city. No reservations required! After you’re done with the trip, the process ends by parking the vehicle in the appointed spot and walking away. You don’t need to return the vehicle to the same pick-up point either.
The rates of Car2Go will vary by vehicle model and location. Typical rates start around $0.41 per minute and around $14.99 per hour. Daily rates start at less than $85.00.
Photo: Car2Go.
What Are The Pros of Car2Go?
Gas & Insurance: Both are included.
Rates: No membership fees and no late return fees.
Peace of Mind: 24/7 roadside assistance is standard.
Grab & Go: Per minute rentals are available, making it ideal for short trips around the city.
Flexibility: No need to return the vehicle to the same pick-up point. Return it to the appropriate “Home Zone” and you’re done!
What Are The Cons of Car2Go?
Selection: Smaller fleet of available vehicles.
Availability: The service is not yet available at airports and covers fewer cities.
Verdict: Car2Go needs to increase their coverage and service fleet to fully compete in the market. However, the hassle-free return policy and competitive rates are a strong point of Car2Go.
Peer-to-Peer Car Sharing Services
Turo
When it comes to peer-to-peer car sharing services, Turo is a hands-down favorite. However, there’s a catch: the service only offers daily or weekly rates, meaning it might only be ideal for longer driving scenarios. If you just need to go grocery shopping or run a few quick errands, why pay an entire day’s rate? In terms of selection, however, Turo is top-notch. The service offers the opportunity to rent a wide array of vehicles courtesy of local owners. This includes luxury sedans, premium SUVs, and even sporty cars or coupes.
Turo is available at more than 300 airports and over 4,500 U.S. cities. What we really like about Turo is the doorstep pick-up and drop-off feature. There’s no need to look for official home areas or parking lots, and the vehicle is sent to you at no additional cost. When you’re done, simply park it outside your house and Turo will collect it.
There are no sign-up or membership fees either. Daily rates start at around $18.00 to $30.00 with an additional rental fee of 10 percent. The owner of the vehicle will set the mileage rates (approximately 200 miles per day). The service will charge a fee of $0.75 per mile if you exceed the prescribed mileage.
Photo: Turo.
What Are The Pros of Turo?
Availability: Turo sends the vehicle directly to your location.
Selection: Wide array of vehicles including luxury and sports cars.
Rates: No membership or sign-up fees. The daily and weekly rates are lower than other services.
Passive Income: The owner of the vehicle gets a $1M liability policy and will pocket 75 percent of rental and over-mileage fees.
What Are The Cons of Turo?
Availability: The service does not offer hourly or per-minute rates.
Expenses: You will pay for your own gas. Fuel expenses are separate from the rental fees.
Other Fees: If you are under 25, an extra fee applies (an additional 20 percent based on the rental rate).
Verdict: Turo works well if you are doing a full day’s worth of driving, or need a vehicle for a longer period of time. Its widespread availability means you likely will have access to the service in larger U.S. metro areas.
Create an account on Turo and get started renting, or if you want to make money from your car, sign up here to list your car for rent.

Getaround
Similar to Turo, Getaround is a peer-to-peer car sharing service. But unlike Turo, it offers low hourly rates, making it perfect for short trips or occasional users. However, Getaround is only available in select U.S. cities, namely Washington D.C., San Francisco, Oakland, Berkeley, Chicago, and Portland.
Rates start around $5.00 per hour and up to $45.00 per hour, depending on the make and model of the vehicle. Customers can also expect to pay a three percent booking fee for each trip. Daily rates will vary upon the owner’s behest as will the mileage limits. You can expect to pay $0.50 per mile if you exceed the limit, and a late return fee of $50.00 to $500.00, depending on the vehicle.
If you want to list your vehicle on Getaround, you’ll need to pay a one-time installation fee of $99.00 and a $20.00 per month subscription fee. The fees will cover the remote tracking and unlocking system.
What Are The Pros of Getaround?
Peace of Mind: Comes with 24/7 roadside assistance.
Rates: Lower per hour rates and no membership or sign-up fees (a perk for occasional users).
Selection: Good selection of vehicles including convertibles, luxury cars, vans, and exotic rides.
What Are The Cons of Getaround?
Expenses: You pay for your own gas.
Availability: Only available in a handful of U.S. cities as of this writing.
Passive Income: Vehicle owners receives 60 percent of the fees versus 75 percent with Turo.
Verdict: Similar to Enterprise Car Share and Car2Go, Getaround suffers from limited availability. However, the hourly rates make it ideal for shorter trips and one-off users.
Sign up for Getaround here.
Conclusion
Our top choice for a traditional car sharing service is Zipcar. The service is available in more cities and airports nationwide and offers a wider selection of vehicles. For peer-to-peer services, it’s hard to go wrong with Turo. The service might not offer hourly or per-minute rentals, but it does come with lower daily and weekly rates compared to other car sharing services. It’s also available in more cities.
Join Zipcar here and get $25 in free driving credits.
Do you have a car sharing service you use regularly? Let us know by commenting below or on our Twitter page.



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Automoblog Book Garage: Ford Versus Ferrari by John Starkey

Automoblog Book Garage: Ford Versus Ferrari by John Starkey An stoppable force versus an unmovable object. The only place left to duke it out was on the racetracks of the world, and one in particular: Le Mans ‘66.



Our Book Garage series showcases what every enthusiast should add to their library. 

author John Starkey publisher Veloce Publishing isbn 978-1787115729 where to get itAmazon





Although this book – yet another winner from Veloce Publishing – has the same title as the movie, it stands as its own separate work. Written by John Starkey and profusely illustrated, Ford Versus Ferrari stands as a worthy piece of documentation that tells the story of one of the greatest rivalries in sports.



Just in case you don’t know, the premise is this: Henry Ford II got his undies in a bunch over a Ferrari deal gone sour, so he decided to “beat them at their own game” and win Le Mans. Which he did (Spoiler!). But that is like saying “The Apollo program is how humans first landed on the moon, and it was sorta touch and go.”



Yeah, that’s true, but it glosses over a lot and misses the finer points.



Missing the finer points is not something Mr. Starkey does here. He starts, thankfully, at the very beginning. Not with Ford going racing, but upstart racers Lola deciding to make a big bore sports car. Ford Versus Ferrari shows how the success of Ford at Le Mans didn’t happen overnight and took years to accomplish.



Ford Versus Ferrari



Starkey’s book clips right along, with enough pictures, pull quotes, factory drawings and such to keep things interesting. In that way, Ford Versus Ferrari is pretty much a written historical documentary. It’s similar to The 24 Hour War which I reviewed a while back. It tells the story without fluff or filler or making anything up, and I appreciate that.



The story of Le Mans is one that needs no embellishment. It’s like The Indy 500 or the Monaco Grand Prix. And when the pressure really hits – like it did when “Hank the Deuce” and the boys arrived – then things get cranked up to “epic.”



John Starkey doesn’t miss a beat here. He shows with amazing ease, just how many people were working on Ford’s project, and just how deep that bench was. When you look back at it from the distance of half a century, it’s easy to lose perspective. Ford Versus Ferrari doesn’t do that, instead keeping a razor-sharp focus. The photos, most of them far from staged, just seemingly candid snapshots, show how Ford’s effort was an all hands on deck affair.



The first GT40 being shown to the press. From Ford Versus Ferrari by John Starkey, published by Veloce Publishing. Photo: Ford Motor Company, John S Allen collection. All-Star Cast



There are fantastic photos of racing luminaries like Phil Hill and Dan Gurney and John Surtees fussing over stuff in the pits. There’s A.J. Foyt looking like the coolest guy around in sunglasses (if it wasn’t for Gurney standing next to him like a block of ice). There’s John “Death Ray” Wyer gazing at the camera and letting you know where he got that nickname.



When you stand back, you realize just what an unprecedented effort Ford put into winning. If they were to do it again today, they would end up hiring three or four of the best team principles in the world, the top six F1 drivers, the top 12 Indycar guys, and four or five NASCAR drivers just to be sure. Oh, and then throw semis full of cash at any problem until it went away.



John Wyer. Photo from Ford Versus Ferrari by John Starkey, published by Veloce Publishing.



The American Way



That’s the odd thing about Starkey’s Ford Versus Ferrari. By the time you’re a few pages in, all of this seems normal, predictable, and logical. The story is sort of clicking along, and someone new gets brought in, or another development route is added to a test program. And then you realize, “Wait, that’s Mario Andretti!” or “That must have cost a ton of money to figure that out.”



The book also, thankfully, puts to rest a bunch of notions that are out there floating around. Sure, Ken Miles helped, and helped a lot, but so did a lot of other people. And sure, Shelby and Ford won, but they did so the good old American way: by stuffing in a bigger engine rather than working out the bugs. Then John Wyer took the cars Ford and Shelby (and Miles if you believe the movies) said couldn’t win, and went out and won.



Twice. Back to back. With the exact same car both years.



24 Hours of LeMans, France, 1969. Ickx/Oliver Gulf GT40 takes the checkered flag just yards ahead of a Porsche 908. From Ford Versus Ferrari by John Starkey, published by Veloce Publishing. Photo: Graham Robson. Jockeying For Position



It’s easy to accept legends as facts and overlook the hard reality of what Ford did, and where it places in the grand sweep of sports car racing at Le Mans:



Jaguar beat Mercedes; then Ferrari beat Jaguar; then Ford beat Ferrari; then Porsche beat Ford; then Porsche beat everybody else; then Porsche stomped on everyone; then Peugeot won and then Mazda (!) won; then Jag came back; then Mercedes came back; then left; then Audi showed up and gave everyone a Porsche-style butt kicking; then Porsche came back, won, left, and Nissan is the current king of the mountain.



Who is next? Your guess is as good as mine.



Ford Versus Ferrari v Time



They’re radically overhauling the rules as you read this, so who knows who is going to take the checkers when they drop the tri-color in June. I can’t say, but I can say this. Some time after the racing dominance of some unknown team, gearheads will pick up a book very much like Ford Versus Ferrari: The Battle For Supremacy at Le Mans 1966 and say, “Ah, so that’s how it all shook out.”



It’s that kind of book, and that’s why you should read it.



Tony Borroz has spent his entire life racing antique and sports cars. He is the author of Bricks & Bones: The Endearing Legacy and Nitty-Gritty Phenomenon of The Indy 500, available in paperback or Kindle format. Follow his work on Twitter: @TonyBorroz. 



Ford Versus Ferrari by John Starkey



Paperback: 128 pagesPublisher: Veloce Publishing (November 5, 2019)Language: EnglishISBN-10: 1787115720ISBN-13: 978-1787115729Product Dimensions: 8.2 x 0.5 x 10 inchesShipping Weight: 1.2 lbs.Where To Buy: AmazonAbout The Author



John Starkey began life in Birmingham, England. After school, with dreams of “rock stardom” in mind, he played guitar in several bands, along the way opening for the Beatles in 1963, before becoming Jasper Carrott’s manager. His father’s love of fast cars had passed down to him and, starting with a Jaguar XK120, bought in 1966 for £120, he started discovering this heady world. After a 1958 Ferrari 250 GT Berlinetta, life was never quite the same again, and the racing bug bit hard when he first drove a Porsche RSR. In 1997, John moved to America, where he began writing, naturally, about racing and cars. After twenty books, John thinks he has now run out of subjects to cover, although he has recently begun a novel about the world of dealing in old cars.
Original article: Automoblog Book Garage: Ford Versus Ferrari by John Starkey



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2019 Audi A6 To Feature Technology You Can Interrupt

2019 Audi A6 To Feature Technology You Can Interrupt The 2019 Audi A6 will make its U.S. debut at the upcoming New York International Auto Show. Audi promises the new A6 will offer the latest technology, better driving dynamics, and increased comfort. The interior of the new A6 is larger than the outgoing model too, so occupants can look forward to more head and shoulder room. In advance of the festivities in New York, here is what we know so far about the 2019 Audi A6.
Touch & Go
The new Audi A6 is a rolling bin of tech-goodness, starting first with the MMI touch response system. The rotary dial and traditional controls from the previous model are gone in favor of two high-resolution displays. The MMI touch response operates in a familiar fashion, through the use drag-and-drop features. The menu structure, including the search function, works like a smartphone, and the main menu tiles and direct access bar can be configured individually. Over 30 shortcut buttons can be stored so drivers can configure their own preferences.
Both displays have special, anti-fingerprint coatings and anti-glare layers, making them easier to clean and see. The outermost layer is tempered so it’s more scratch-resistant.
Photo: Audi of America, Inc.
Talk & Go
The 2019 Audi A6 will take spoken requests and commands from drivers. This can include speaking things like “I’m cold” or “call Emily” or “where is the nearest coffee shop?” In each instance, the 2019 Audi A6 will respond accordingly, with things like “what temperature would you like to set the cabin to?” The dialogue manager will ask clarifying questions if necessary and offer other choices if applicable.
Audi also, quite hilariously, says the system “accepts being interrupted.”
Mobility Management
The myAudi app, launching later this year, offers A6 owners a special feature called myAudi Navigation. Essentially, the route to a given destination can be passed back and forth between the driver’s phone and their A6. Said route could begin on a smartphone, but continue through the car’s on-board system once the vehicle is started.
Power & Performance
Audi is slim on the details, but they do say “innovative suspension solutions” make the new A6 “noticeably more dynamic.” A new damping system is said to provide more precise feedback and higher levels of comfort, be it a cruise around town or a long jaunt on the highway.
An all-new turbo V6 is paired with a new 48-volt mild-hybrid system, which supports the engine and serves as the vehicle’s primary electrical source.
Photo: Audi of America, Inc.
Styling & Design
While such things are always subjective, the A6 does showcase Audi’s latest design language. Following the cues of the A8 and A7, the 2019 A6 is characterized by larger surfaces, nicely sculpted edges, and visible body lines. From the side, three distinctive lines actually reduce the visual height of the A6. The roof line, which tapers into the flat C-pillars, encompasses the silhouette while the shorter trunk ends in a curved edge for better aerodynamic performance.
Pricing & In Person
Audi did not disclose pricing or the date the 2019 A6 will be on sale. Expect to see it, in the meantime, at the New York International Auto Show, which opens to the public on Friday, March 30th.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan. He studies mechanical engineering at Wayne State University, serves on the Board of Directors for the Ally Jolie Baldwin Foundation, and is a loyal Detroit Lions fan.
2019 Audi A6 Gallery











Photos & Source: Audi of America, Inc.



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McLaren Senna GTR: A Really Fast Car With A Face Only A Mother Could Love

McLaren Senna GTR: A Really Fast Car With A Face Only A Mother Could Love This is the McLaren Senna GTR, the track-only version of the McLaren Senna hyper-road car. And it is, somehow, even worse looking than the street version. Look, I know that Borrum demands you make certain aerodynamic sacrifices upon their altar, but if this is the result, perhaps you should start questioning your god’s aesthetic decisions. Seriously.
Power & Performance
Air can do fantastic things, if you know how to treat it. In the case of the McLaren Senna GTR, it can screw its plug-ugly ass down to the tar-Macadam of a race track with 2,205 lbs. of downforce. That aero-capability combines with a weight around 2,641 lbs., and even more power and torque from the 4.0-liter twin-turbocharged V8 found in the road car, which already puts out an upsetting 789 horsepower and 590 lb-ft. of torque. With a bump now to at least 814 horsepower, the Senna GTR will be considerably faster in a straight line.
Combine all that with a race-style transmission (I’m figuring a full dog box set up), revised double wishbone suspension, and full-on Pirelli race slicks, and it’s easy to believe McLaren when they say the Senna GTR posts the quickest McLaren circuit lap times other than a Formula 1 car. The Senna GTR uses the same carbon fiber Monocage III structure as the road-going version, which still provides more than enough core strength and rigidity for a out-and-out track car. The rest of the technical specs will be confirmed later this year.
Photo: McLaren Automotive.
Form & Function
“Form follows function” is the McLaren design philosophy, which I would love to see here, but all I can clock to is how the McLaren Senna GTR looks like a drawing on little Mikey Bay’s notebook, circa 8th grade. It is somehow worse than the normal Senna’s catalogue of bad design ideas only with tacky race graphics added. The Senna GTR does have a wider track and new fenders, front and back, with a new wheel design specifically for circuit use. For what that’s worth.
The front splitter of the McLaren GTR is a hilariously over-done and over-extended affair that, combined with the side skirts, has about the surface area of 1.1 pool tables. Obviously that Wyoming-sized-and-shaped splitter is larger than the road-car version (duh!) and contributes to improved front aerodynamic performance (also duh!). Add to this list the rear diffuser, which is both larger and extends further back. The rear deck sits lower than any previous McLaren, which aids aerodynamic performance.
Woking even took a crack at the doors, pushing the outer skin in as far as possible towards the center of the car so airflow is better channeled. There’s also that race track standard polycarbonate “ticket” window, which is not found on the road-legal McLaren Senna.





All You Need
All of this is part of McLaren’s focus on giving customers a track-fixated version across their full range of cars. McLaren has even gone so far as to start a single-make race series as part of the Pure McLaren track events. Yes, Pure McLaren. All you need is an International D-grade comp license and McLaren takes care of everything else. It’s a full “arrive and drive” setup that currently starts with the race-prepped 570S GT4. Oh, and money, it takes that too. Lots of it. Yup, you only need three things: an International D-grade competition license, your McLaren, and money. Boxcars and boxcars of money.
Pricing & Availability
If you want to buy one (and most of you would I’d bet) you can contact McLaren, as they’d be more than interested in talking with you about spending vast quantities of your money. “Expressions of interest” (which is about the most British thing I’ve read today) were taken at this year’s Geneva Motor Show and those “expressions of interest” can still be expressed up to 75 confirmed orders, then they shut off the factory line in Woking, England where the car will be hand-assembled. Each will be priced around $1.4 million.
Tony Borroz has spent his entire life racing antique and sports cars. He is the author of Bricks & Bones: The Endearing Legacy and Nitty-Gritty Phenomenon of The Indy 500, available in paperback or Kindle format. Follow his work on Twitter: @TonyBorroz. 
McLaren Senna GTR Gallery








Photos & Source: McLaren Automotive.



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