Automotive

Inside The 2017 Ford GT’s Brembo Braking System

Inside The 2017 Ford GT’s Brembo Braking System

The 2017 Ford GT is the fastest production vehicle the blue oval has ever produced. With a precise power-to-weight ratio, five different drive modes, and advanced aerodynamics, the car is worth more than a passing glance. The GT’s engine, a 647 horsepower high-output 3.5-liter EcoBoost, is simply the cherry on top.
Or maybe that’s the GT’s top speed of 216 mph?
Either way, getting up to speed isn’t a problem, but what about getting stopped?
Ideal Proving Grounds
Brembo is, for all intents and purposes, accustomed to stopping rocket ships. The company’s high-performance braking systems are found on some of the world’s most powerful racing machines, like Formula One and Indy cars. With more than 300 championships in racing already, Brembo’s technology is unique in that it’s first proven on the track, then brought to the street. The proving and validation environment a track provides, and what can be learned in such situations, will inevitably transition to everyday roads.
For example, Fiat Chrysler Automobiles utilizes Brembo’s expertise on two of their most powerful vehicles, the Jeep Grand Cherokee Trackhawk and Dodge Challenger SRT Demon. General Motors recently worked with Brembo on a new braking kit for select models, including Chevy Silverado and GMC Sierra 1500 series trucks. The kit upgrade better handles the thermomechanical changes consistent with pulling a trailer or moving a large payload.
Now Ford is in the mix, outfitting their GT supercar with Brembo brakes.
“Our group has been working with the Ford engineering team simultaneously on the Ford GT race cars that are competing and winning now, and have carried those lessons learned over to the Ford GT street model,” explained Dan Sandberg, President and Chief Executive Officer, Brembo North America.
Photo: Ford Motor Company.

Tech & Personality
The production GT will have carbon ceramic (CCM) rotors with dedicated high performance brake pads on the front and the rear. The CCM discs are exceptionally light and function better at high temperatures.
“Lightweight technology wins on the track and the street,” Sandberg said. “The two-piece CCM brakes on the Ford GT deliver a 50 percent weight savings over typical cast iron braking systems.”
In the rear, the unique-to-Brembo, electro-mechanical parking brake (EPB) is worth noting. The EPB function is delivered by a stand-alone black anodized aluminum caliper, governed by Brembo software. The Brembo EPB operates both automatically and via a button, eliminating the cables associated with traditional parking brake systems. Ford GT customers can select from an array of caliper colors too. Each one displays the Brembo lowercase “b” logo in black.
“The consumer choice of five caliper colors makes every Ford GT a personal design statement,” Sandberg added.

Brembo Ford GT Front CCM Brakes
Brembo six-piston, monobloc, fixed bridge, radial mounted aluminum calipers.
394 mm x 36 mm rotors.
Low fluid displacement design improves pedal feel and stiffness.
Exposed fluid lines on calipers allow for increased cooling.
Optimized cooling system designed by Ford and Brembo maximizes CCM performance.
Brake ducts fixed to calipers articulate with the steering for maximum cooling.
Brembo Ford GT Rear CCM Brakes
Four-piston monobloc aluminum calipers with 360 mm x 32 mm CCM rotors.
Rear calipers radially mounted and optimized for stiffness.
Rear brakes also have the specialized cooling ducts for the CCM rotors and pads.
Brembo Electro-Mechanical Parking Brake (EPB):
The EPB caliper is managed by Brembo software, embedded in the ESC unit.
Eliminates additional and unnecessary parts and cables.
Brembo Ford GT Racing Brakes
Lightweight aluminum six-piston Brembo calipers with 380 mm x 34 mm cast iron rotors on the front.
Four-piston calipers with 355 mm x 32 mm rotors on the rear.
Much of the brake cooling geometry hidden in the Ford GT race car carries over to the street version.
The Chip Ganassi No. 68 Ford GT driven by Joey Hand, Sébastien Bourdais, and Dirk Müller won the 24 Hours of Le Mans in 2016 on Brembo brakes.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.
Photos & Source: Brembo North America, Ford Motor Company.

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2018 Buick LaCrosse Receives Light Electrification Update

2018 Buick LaCrosse Receives Light Electrification Update

“The Buick LaCrosse expands its technological credentials by adding eAssist light electrification for the 2018 model,” says Buick in the most vague way possible, meaning that one of their more popular cars now comes in a hybrid.
The term “light electrification” is a pretty good way to go, because although this is a hybrid, it’s not a full blown one like a Prius.
Electric Approach
What Buick, a brand both beloved in America’s heartland and China, is doing with their electrified LaCrosse here is combining an electric motor with the crossover’s 2.5 liter four-cylinder engine to deliver “quiet, refined, and spirited efficient performance backed by the value and customer experience expected of Buick.” Okay, all good so far. Nothing wrong with adding some batteries and an electric motor or two (look at what happened when Ferrari did it), but how does this all play out in the LaCrosse?
Buick’s new eAssist system (yes, that’s how they spell it) pairs the four-cylinder engine with a compact lithium-ion battery pack to offer benefits usually found on fully electric vehicles. So the LaCrosse dials in such goodies as torque-assisted launch, energy-saving regenerative braking (which can also enhance braking performance), and an exceptionally smooth stop/start system. Buick loves this new eAssist system so much it will be the standard powertrain for the 2018 LaCrosse when it goes on sale this fall.
Efficient Packaging
When installed in the LaCrosse, the eAssist differs from previous Buick eAssist implementations by being more sophisticated, powerful, and compact. It gives a 9 percent increase in overall torque, allowing drivers to get the responsiveness expected from a full-size sedan. Also, the newest eAssist system is noticeably smaller and unobtrusively packaged, so you still get to use the LaCrosse’s fold-down rear seat and abundant trunk space. Option-wise, the new standard 2.5 liter four-cylinder/eAssist drivetrain complements the popular V6 plant that remains untouched, and will still be available on select trims.
Other updates on the 2018 Buick LaCrosse include more packages with available all-wheel drive and an all-new nine-speed automatic transmission for the V6 models. By mid-2018, Buick will have five models available with the new advanced transmission. Customer demand is very high for Buick’s intelligent all-wheel drive and active twin clutch gearbox, so that will now be available on the Essence trim.
Buick’s signature QuietTuning is achieved in a number of ways. This chart shows some of the specific areas engineers focus on. Photo: Buick.

Inner Workings
Now, the nitty-gritty, techno-details on this whole eAssist deal. The short version is that eAssist combines a compact electric motor powered by a 24-cell, air-cooled 0.45kWh lithium-ion battery pack with the 2.5-liter four-banger gas engine. This combo is designed to enhance efficiency and maintain refined performance.
All of this gets to the tarmac with five major components.
First, there’s the Motor Generator Unit or MGU. The MGU replaces the conventional alternator and acts as an electric motor to provide more power when needed. The MGU is also an electric generator that provides the energy stored in the lithium-ion battery pack. Next there is the entire Electric Assist scheme, the software controlling what switches on or off, and when. The MGU’s electric motor provides extra power for smooth launches while in the Auto-Stop mode. It also funnels additional torque to the engine when the Electric Assist wizards think it’s needed to optimize overall performance and efficiency.
With hybrid systems, there’s also some cool tricks you can do with the braking. In the case of the 2018 Buick LaCrosse, regenerative braking is part of the act. When you hit the brakes or start coasting, some of the energy you normally give away as heat is, in the case of the Buick, converted to electricity through the graces of the MGU and stored in the lithium-ion battery pack.
Speaking of that lithium-ion battery pack, in our case here, it’s an 86V unit, which has been revamped and repackaged to be more compact. It takes up less space, meaning more room for people and stuff. The energy kept waiting in the lithium-ion battery pack powers the electrical system when the entire vehicle it is in Auto-Stop mode. The lithium-ion battery pack also gets power to the MGU to help with the aforementioned smooth launch while in Auto-Stop mode, or additional torque to the engine as the ones and zeros see fit.
The stop/start technology contributes to added fuel savings by turning off the engine when you are in Auto-Stop mode. So, when you are at a stoplight or in heavy traffic, for example, the LaCrosse will shut off the four-banger, and run things on batteries alone. It will then restart the engine when your foot lifts off the brake pedal.
Aerodynamics & Availability
The 2018 Buick LaCrosse also gets a host of aero improvements to help with efficiency. There are upper and lower active aero shutters in the front fascia. These close under certain driving conditions to help maximize aerodynamics and contribute to improved fuel economy; e.g. when you’re going fast enough, they close, since enough air is getting forced over the radiator anyway. Buick makes no mention of cost, but that will most likely be revealed as we get closer to the fall release date of the 2018 LaCrosse.
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: Buick.

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2018 GMC Yukon Denali: The Ultimate Expression of Professional Grade

2018 GMC Yukon Denali: The Ultimate Expression of Professional Grade

In the ongoing, half-century long slugfest between Chevy and Ford over who has the better truck, the fortunes of the fight swing from one pugilist to the next. One company tries something new, and their opponent hits them for its deficiencies; one company doesn’t change, and the other hits them for being too traditional.
For 2018, GMC (the trucks only end of General Motors) is really hitting on their whole notion of “Professional Grade.”
Recognizable & Functional
The 2018 GMC Yukon Denali showcases three main areas they’re pushing: the new, GM-centric, Multi-Dimensional Grille, a Hydra-Matic 10-speed automatic transmission, and a long list of work-oriented standard features. The new grille, in addition to a more chic look, also hides a number of practical features such as greater airflow to the radiator. There are active aero shutters located behind the grille that close in certain conditions on the highway, reducing aerodynamic drag and enhancing efficiency.
The new look of the grille comes from how GMC designers evolved the current Denali grille through a multi-dimensional sculpted lattice in a layered manner. This same theme is seen in other current and newer GMC models like the Acadia and Terrain. The new grille is bracketed by HID headlamps and LED Signature Lighting.
“It’s a more exciting and sophisticated design, while remaining instantly recognizable as part of the GMC Denali family,” said Matt Noone, Director, Global GMC Exterior Design.
Photo: GMC.
Aggressive Yet Smooth
Now, about that 10-speed transmission. This is a growing trend, not just in the truck market (although there’s plenty of representation in that arena as well) but across a broad range of vehicles. Until engineers can figure out a way to make Continuously Variable Transmissions handle high torque and power loads, get used to seeing auto-boxes with many, many ratios contained within.
In the case of GMC’s 2018 Yukon Denali, the new 10-speed slush box pulls the engineering knowledge of GM’s previous transmissions into a new level of performance. There’s a wider, 7.39 overall gear ratio spread, and in comparison to the previous Yukon Denali’s eight-speed box, the new 10-speed allows for a lower numerical top gear ratio that nets you greater efficiency. This new transmission has optimized gearing along with proprietary controls to allow the 6.2L V8 engine to deliver both smooth operation and aggressive response.
Power & Performance
And speaking of that 6.2L engine, it tops the extensive list of standard features for GMC’s 2018 Yukon Denali. Said plant cranks out 420 horsepower with direct injection and GM’s Active Fuel Management, or cylinder deactivation in lighter driving conditions. In other words, a good solid mill for any truck or SUV to have under its hood.
The new Yukon Denali also has Magnetic Ride Control, standard 20-inch wheels, and available 22-inch wheels (if you want to be the flashy guy on the job site), an automatic locking rear differential, and four-wheel-disc brakes with Duralife rotors (does anyone make drums any longer?). Other standard and available features include StabiliTrak electronic stability control, tow/haul mode, trailer sway control, auto grade braking, and hill start assist.
“The foundational elements of exclusive design, premium touches, and uncompromising capability have made Yukon Denali an icon for nearly 20 years,” said Duncan Aldred, Vice President of Global GMC. The first Yukon Denali appeared in 1999. Photo: GMC.

Interior Treatments
Speaking of the interior, the 2018 Yukon Denali is becoming more and more like a mobile office. There’s an infotainment system with navigation that includes Apple CarPlay and Android Auto capability. The standard 8-inch diagonal screen features a customizable display that works with the standard heads-up display. Active Noise Cancellation makes the interior quieter too.
There are multiple USB ports and accessory power outlets, including a 110-volt, three-prong outlet so you can plug in, charge, and run everything from your smartphone to a tablet to a coffeemaker (for all I know). There’s also wireless phone charging, heated and ventilated driver and passenger seats, heated second-row seats, and a hands-free programmable power liftgate. OnStar? Oh, you bet this pick-em-up-truck’s got OnStar.
Packaging & Availability
So, get used to seeing that new front end design on lots of GMC vehicles. The Denali trim package being offered on the Yukon and Yukon XL accounts for way more than half of all Yukon sales. The XL features a longer wheelbase (14 inches) for greater third-row legroom and more than double the cargo area behind the third-row seat. The XL is in case you want to go large, but either way, the 2018 GMC Yukon Denali goes on sale this fall.
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: GMC.

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Letter From The UK: Quintessentially Cinquecento

Letter From The UK: Quintessentially Cinquecento Just because a car is small doesn’t mean it’s not an absolute blast to drive.
Geoff Maxted of DriveWrite Automotive Magazine examines in this latest Letter.
At the time of writing this, your friendly English correspondent is driving what on the face of it is a Fiat Cinquecento city car (aka the 500), but this is no ordinary diminutive Italian runaround. The front and rear badges proudly declare this to be an Abarth. The mainstream name of Fiat does not appear anywhere because an Abarth is something different entirely.
In 1949 an Italian-Austrian fellow named Carlo Abarth founded the eponymous racing and road car brand, its logo being a shield with a stylized scorpion on a yellow and red background hinting at the intention. Old Carlo sold out to the major Italian brand in 1971 and the Abarth name is now attached to an independent unit within the Fiat organisation. The brief: take the standard car and breathe upon it with fire and brimstone.
The 500 Becomes The 595
The version this writer is driving is the 595 Turismo, a hot hatchback that offers a whole heap of fun, all the while oozing character and that quintessentially Italian charm. It costs around $24,000 in the UK and is worth every hard-earned penny. The 595 in this case is powered by a 1.4 liter turbo-jet petrol engine developing 165 bhp. That’s plenty for a car that weights about the same as Sandra Bullock. I don’t know why I thought of Sandra Bullock at this point. Maybe it’s just me. Reese Witherspoon then; whatever: this car is light despite the addition of over-sized 17-inch Gran Turismo alloy wheels.
The base model offers a still healthy 145 bhp whilst the top edition gets 180 bhp and some performance upgrades, including a trick exhaust that makes the little car sound like an Atlas rocket. Top speed is 135 mph, but we didn’t try it because the sound of this motor at full chat is hardly shy and retiring, attracting attention even in the subtle ‘Record Grey’ as seen here. Ideally it should be red or yellow.
Feels Faster Than It Looks
The 595 as tested will attain the European benchmark of 62 mph (100 km/h) in 7.3 seconds, which is in fact a bit slower than the Ford Fiesta I mention below, but it feels fast probably due to the fact it’s so small. The trunk isn’t all bad considering the car’s overall dimensions; certainly enough room for a weekend’s luggage. The down side is that the rear seat space is cramped. The 595 is a two-door vehicle which means rear seat passengers have to enter and leave in the manner of Harry Houdini. It is cramped in there; children only I guess. Anyone over say six feet tall may never emerge at all unless they clamber out of the big rear hatch like an escaping victim.

Driving The 595 Versus The Fiesta ST
In the past My Lady has made it clear that she does not like small, hot cars. Previously she has spurned them; she repudiated them and thus accompanied yours truly on test drives with enormous reluctance. A few weeks ago, however, we trialled Ford’s feisty Fiesta ST (seen below in red), whipping through Summer lanes and she loved it. That’s how good Ford made the car and it is almost the same with the 595.
We drove the 595 to Nightingale Woods in deepest Wiltshire for a run out and to take the images seen here. I was badly bitten by a horsefly, not that you care. Needless to say, we completely forgot about the access road which has more potholes than the moon or, worse still, the road outside my house. Quickly, the occupants become aware that the suspension is seemingly made from iron, stripped from old decommissioned battleships. Stay on the black-top if you value your spine.
On the road it was as if we were somehow inside a well-controlled ice hockey puck, streaking forward only to suddenly change trajectory as skilled hands applied the next input. Wow.
The diminutive turbo-engine really spools up over 3000 rpm which is where you need to be to squeeze out the maximum from the motor. There’s even a little turbo gauge like a mouse’s ear atop the dashboard if that sort of thing is of interest. Personally, driving the thing is so much fun and such a handful that it’s doubtful this driver even glanced at it.

Sick With The Stick
Our test vehicle had the option of Normal and Sport modes. This can be changed on the fly so it makes sense to save a bit of fuel in traffic or on long motorway stints but otherwise the car really wants the Sport mode as default. It’s stick-shift and five gears unless the buyer opts for the ‘robotized’ sequential five-speed auto; it’s expensive though. Stick with the stick.
It’s a front-wheel drive car, but it gets around the understeer issue with a device called Torque Transfer Control as standard on all variants. It works by automatically braking the inside wheel and using it as a pivot point when accelerating through a corner, tightening the car’s line which allows the pilot to carry more speed through the curves. It works very well, giving this driver confidence to push the 595 that little bit more.

Would I Buy One?
Yes, like a shot if I had an abundance of money and thus be able to have a small stable of lively vehicles to play with. Sadly, I am but a humble scribe; that impoverished writer you see pressing his face up against the plate glass window of the expensive restaurant as nightly you dine finely. So no; I wouldn’t. The 595 is very niche and day-to-day would be wearing to drive. The Ford Fiesta would be my choice. That said, the Abarth 595 retains the charm and looks of the original Cinquecento, yet still manages to add genuine performance. Characterful and fun.
Geoff Maxted is a motoring writer, photographer, and author of our Letter From The UK series. Follow his work on Twitter: @DriveWrite

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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.
2020 Porsche 911 Carrera & 911 Carrera Cabriolet Gallery

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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General Motors, Honda Partner For Next Generation Battery Technology

General Motors, Honda Partner For Next Generation Battery Technology General Motors and Honda have announced an agreement meant to bolster the all-electric vehicle portfolios of both companies. Engineers will be tasked with developing more advanced battery components, including the cell and module, for a next generation system that will return higher energy densities and faster charging times albeit in a smaller, lighter package.
Economies of Scale
The automakers will collaborate based on GM’s next generation battery system with the intent for Honda to source the battery modules from GM. Officials say the collaboration will support each company’s respective and distinct vehicles, while the combined scale and global manufacturing efficiencies will provide greater value to customers.
“This new, multiyear agreement with Honda further demonstrates General Motors’ capability to innovate toward a profitable electric portfolio,” explained Mark Reuss, General Motors Executive Vice President of Global Product Development, Purchasing and Supply Chain. “GM’s decades of electrification experience and strategic EV investments, alongside Honda’s commitment to advancing mobility, will result in better solutions for our customers and progress on our zero emissions vision.”
General Motors Vice Chairman Steve Girsky (left) and Honda North America President Tetsuo Iwamura (right) announce a long-term, definitive master agreement to co-develop fuel cell systems and hydrogen storage technologies, aiming for a 2020 release. Photo dated Tuesday, July 2nd, 2013 in New York, New York. Photo: General Motors.
Forward Momentum
A previous joint manufacturing venture between GM and Honda is already well underway. Teams from both automakers are working to make fuel cells and hydrogen storage systems more viable and affordable, and are intending to produce such a system in or around 2020.
“In addition to our ongoing joint development and production of fuel cells, this battery component collaboration will enable us to take a new step toward the realization of a sustainable society,” said Takashi Sekiguchi, Chief Officer for Automobile Operations and Managing Officer of Honda.
With regard to future electrified vehicles, both companies say this most recent announcement concerns the North American market.
The Automoblog Staff contributed to this report and can be reached anytime.
Source: General Motors, Honda Motor Company.

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Fast Cars & Pounding Hearts: An Exciting Day With Formula Experiences

Fast Cars & Pounding Hearts: An Exciting Day With Formula Experiences As I read my assignment, my heart began pounding – Formula Experiences. Formula, I think to myself, as in Formula race cars? Am I dreaming? Someone pinch me . . .
I’ve done a lot of cool things behind the wheel: participated in dozens of autocross events, raced in 24 Hours of LeMons and Chumpcar, driven the canyons outside of Los Angeles, and traversed the wilds of Australia’s Fraser Island in a 4×4 Suzuki Jimny. But I never dreamed I’d have an opportunity to ride in, let alone drive a true race car.
That’s something for the bucket list.
One & Only
And that’s exactly the concept Peter Heffring, entrepreneur, software CEO, adventurer, and avid racer – along with his team of highly skilled mechanics – have debuted at Virginia International Raceway, or more locally known as VIR. The place sat vacant until 2000 but has grown considerably in its nearly two decades. Peter’s vision, Formula Experiences, is one such example of how VIR has expanded and flourished – in fact, it’s the only place in America where enthusiasts and race fans can get this close to formula and prototype cars.
Peter didn’t necessarily have a playbook to follow to bring the Formula Experiences concept to fruition, but its execution works: it provides the customer with a personalized experience that cannot be matched. My assignment, should I choose to accept it, was simple enough: arrive at VIR and meet at the Oak Tree Tavern for dinner and orientation.
I accepted.
I arrive early, of course – I simply must sneak in and catch a glimpse of these cars.
Friendly Greetings & Fantastic Machines
As I arrive at the unassuming red building I’m immediately greeted by two friendly faces: Ty, who is Formula Experiences’ General Manager – a pleasant and easy-going guy, always ready to assist – and Chief Engineer Rhys who is on loan to Formula Experiences from the Radical UK plant in Peterborough.
Opened in 1997, Radical builds prototype series racing cars. With seven cars in their current lineup, Radical’s offerings range from the $70,000 “entry level” SR1 for those looking to enter into club sports with a fully prepped race car, to the $250,000 plus RXC GT3. None of these track-specific cars are considered road legal but Radical does offer a version of the RXC for road use, designated for those brave enough to drive it on U.S. streets.
The garage area at Formula Experiences. Photo: Aaron Benson for Automoblog.net.
Commanding Presence
Formula Experiences owns a small fleet of about six of these Prototype-style 2018 Radicals, as well as two Formula-style 2018 Ligier JS F4s for younger drivers ready to make the move to open wheel from karting. Little did I know, but the first car that caught my eye – a bright blue Radical SR3 – would become my track toy for a day.
The Radical SR1s and SR3s at Formula Experiences are otherworldly in their presence: low and wide, with wings, air vents, and roll bars jutting out from all angles. Bodywork that is function first, form a distant memory. This purpose-built track machine may not be considered beautiful in the traditional sense, but it certainly demands attention, even while sitting perfectly still.
Start the engine and blip the throttle just once and every head in a quarter mile radius is going to turn your direction. Presence, passion, speed – “Who is driving that race car? They must be pretty serious. I want to do that some day!”
Make no mistake, these cars were never intended to be driven by novices. However, Peter has structured his program around education by combining virtual reality simulation, classroom lessons, on-track instruction, a ride-along to feel the G-forces and to understand the braking points, as well as a follow-the-leader training approach. Peter can, with this approach, take a novice and make them competent and, more importantly, relaxed and confident in these seemingly out-of-reach racing cars in just one day.
“Driving a race car at VIR is an incredible experience that is not just exhilarating, but also one of the toughest physical and mental challenges,” said Peter Heffring, Formula Experiences Founder. Photo: Formula Experiences.
Early & Energized
We started first thing but the weather at VIR Resort simply couldn’t be better. Clad in my race suit, I arrive a little groggy – I didn’t get much sleep, as I spent all night asking myself over and over again: am I really ready for this?
Peter and his crew are quick with pleasantries and the VR trainers are configured and ready to go. Breakfast will arrive shortly – why not get a few laps in on the trainers before we get started? I sit down at the first trainer and VIR’s South Course is already pulled up – an exact digital reproduction of the track we’re about to drive. The trainer is surprisingly realistic with solid haptic feedback, great surrounding visuals, and slight movements in the seat to simulate weight transfer.
“I bet someone would pay just to do this all day” I think out loud, and Peter is quick to note that it’s certainly an option. A fully-customized opportunity for each person is at the heart of Formula Experiences’ objectives.
The simulator allows attendees to practice before hitting the track. Photo: Aaron Benson for Automoblog.net.
Professional Equipment
We get to chatting a bit more and Peter lets me know these aren’t your typical racing SIMs – these are professional trainers that Peter uses to hone his skills before any competition, spending countless hours right here, learning every corner. You can compare your times to professional drivers around the world to see how you stack up. They, under the guise of pseudonyms, use this very same setup in their own professional training programs.
Fast-forward a bit and I’ve spun or walled my virtual race car a dozen times – I’ve hardly made it around the track without doing something completely moronic. Of course, I’ve never been good at racing games so it’s probably just me, right? The other guys working the trainers next to me are doing just fine and I wonder again: am I really ready for this?
Class In Session
We move to the classroom portion of our day, reviewing safety concerns, going over track conditions, flagging, and other track tips. But Peter has a slightly different approach which I really appreciated: Formula Experiences uses a video narrated by a professional driver to go over every minute detail of the exact course we are about to drive from the perspective of the car we’re about to step into – fantastic.
The classroom doesn’t end there as we pile into Peter’s SUV so he can take us on the track to discuss the setup for each corner, navigation, and what to look for. The simulator still has me a bit on edge but the classroom training and on-course training has helped significantly.
Upon looking at his car, Automoblog’s Aaron Benson began to wonder, “Am I really ready for this?”
Locked & Loaded
My nerves move from apprehension to excitement as we pull back into headquarters. We begin preparing and head to the garage where Peter has selected the aforementioned stunning blue SR3 as my track toy for the day. With a zero to 60 time of 3.1 seconds and a top speed of 147 mph, this car is undoubtedly fast, but the real stat here that begs all the attention is this: lateral G-force in the 2.3 range – no road-going car is even close to this level.
In fact, the fastest cars you can imagine – Porsche, Ferrari, GTR – barely break 1 G.
I load up my cameras and Chief Engineer Rhys goes over his final checks on the car. Formula Experiences leaves nothing to chance and they live by the mantra that an over-prepped car is the best and only option. If the car is right, very little can go wrong and in this business, nothing can ever go wrong.
I awkwardly lower myself into the SR3. Carbon fiber and racing harnesses surround me. A few switches and dials, and with the push-button start, the car roars to life.
“Rev her up to 2,000 rpm or so and count to five while you let out the clutch – everyone stalls the first time.”
I stall it at least three times before I get a feel for the clutch engagement and then eventually pull off with a jerk and a rumble.
Driving through the paddock at low speed was interesting in itself. Every single pair of eyes is watching, wondering and I imagine lusting at the sight of such incredible machines. We enter the South Course and Peter goes straight onto the track. I follow.

Fish Hook
The rush of air sucking into the intake just behind my head, the G-forces thrusting me deep into the carbon racing seat, the sound of the motor pushing towards the 10,000 rpm rev limiter, and the crack of the gearbox as gear changes are clicked off in milliseconds from the paddle shifters – this thing is incredible! My first thoughts are lost as euphoria washes over me. My left foot finds the dead pedal (these cars are fully automatic once out of neutral) and my right foot goes to the floor.
Second gear, third gear, fourth gear, and then hard on the brakes down, down, down to second, look for the apex and turn-in and OH MY GOD – the grip is insane! I’ve never felt anything like it!
Clip the apex, eye the exit, the car settles and back on the throttle, foot to the floor – third gear, fourth gear, the track dips and turns skyward and it’s hard back on the brakes. Up and over and into the Spiral, a very fun section of the South Course that corkscrews down into a hard left, find my exit back on the throttle and into the Fish Hook – you can hold your speed with an early exit here, track out and back to flat as you push the car up and over a small blind.
VIR is located at the border of North Carolina and Virginia. The track, which features 17 turns and 130 feet of elevation changes, is among the most challenging in North America. Photo: Formula Experiences.
Oak Tree
I lose my nerve and let off the gas as the track comes back into focus, through the south bend, back on full-throttle, and the car screams as I dive into Oak Tree . . . poor thing. (An actual oak tree was VIR’s iconic landmark until it came down in 2013.) Oak Tree is a fast corner if you have the experience and don’t stare down the tire wall; otherwise, it’s a constant annoyance where you take the corner too slowly each time.
I fall into the latter category but the payoff comes next: exiting the Oak Tree I track out, mash the pedal and click through all six gears on the front straight. I hit 120 mph and then squeeze on the brakes hard, down, down, down, down to second before doing it all over again.

Attention To Detail
The experience around the track is exhilarating but what’s going on behind the scenes is even more impressive. Peter and his team constantly ask questions, monitor progress and look for every opportunity to keep us relaxed, engaged, having fun, and achieving the ultimate objective: getting faster. Every time I pitted, Rhys & Ty scrambled to help me out of the car while checking the car’s vitals. Rhys, with his laptop plugged in, was gathering and reviewing every piece of data – and my SR3 was performing flawlessly.
We talked through everything and after a bit of one-on-one coaching from Peter, I’m back in the seat.
Packaging & Pricing
I lost count of how many laps I put in, but I wouldn’t be surprised if that number approached or surpassed the 50 mark. Through it all I felt a total connection with the Radical SR3, Peter, his crew, and Formula Experiences but with packages starting at $1,995 for a one-day driving experience (training, coaching, ride-alongs, and six driving sessions) plus $1,000 for the recommended insurance, Formula Experiences isn’t exactly an inexpensive day at the track.
An all-inclusive luxury experience package runs around $6,000.
There are multiple packages, each one custom-tailored based on personal preference. They range from ride-alongs and night rides, to full driving experiences, track days, and company events. Formula Experiences has a calendar on their website that shows dates and availability of each session.
Photo: Formula Experiences.
Consensus
I look at this as a once-in-a-lifetime opportunity and from that perspective, and compared to the cost of similar on-track driving experiences I investigated, the price tag falls in line for a full day session. You get to appreciate how extreme aero works, feel two Gs of grip, and you get a ton of seat time with Formula Experiences.
Put it on your list – it’s worth saving up for.
Aaron Benson is a life-long auto enthusiast, shade-tree mechanic, and freelance writer with years of experience competing in Autocross, 24 Hours of LeMons, and Chumpcar. He resides out of Raleigh, North Carolina and his other interests include software, mountain biking, ice hockey, and Magic the Gathering. Connect with him here on LinkedIn.

Stats & Facts
Radical SR1
0-60: 3.5 seconds
Top Speed: 138 mph
Horsepower: 175
Weight: 1080 lbs
Power to weight: 6.17 lbs/hp
Lateral G-force: 1.9 g
Radical SR3
0-60: 3.1 Seconds
Top Speed: 147 MPH
Horsepower: 225
Weight: 1367 lbs
Power to weight: 6.08 lbs/hp
Lateral G-Force: 2.3 g
VIR South Course
Length: 1.65 miles
Number of corners: 9
Elevation change: 371’
Lowest point: 32’ above sea level (Spiral)
Highest point: 403’ above sea level (Oak Tree)

Disclaimer: Formula Experiences provided Aaron the same track day experience a customer would receive, in exchange for an honest review. This article was not sponsored or paid for in any way.

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2019 GMC Sierra Elevation: Ain’t No Mountain High Enough

2019 GMC Sierra Elevation: Ain’t No Mountain High Enough U2 and GMC now have something in common, in that they both have an “Elevation” in their catalog. For the Irish band, it’s a hip-hop, rock mix that powered the record All That You Can’t Leave Behind in 2001. For the Detroit automaker, it’s a mix of ruggedness and performance that will power their truck lineup in the new year.
“The 2019 Sierra Elevation conveys a youthful, athletic presence that demonstrates GMC’s tailored approach,” explained Rich Latek, GMC Marketing Director. “With inherent truck capabilities and functionality, Elevation is able to take you off the beaten path along with your gear while standing out from the pack.”
Heavy Equipment
While “High Country” may indeed be a Silverado thing, the Sierra Elevation is poised to climb right over the highest of countries. The truck comes with the X31 Off Road package, which includes unique suspension tuning, Rancho shocks, all-terrain tires, a locking rear differential, Hill Descent Control, protective underbody skidplates, and a heavy-duty air filter.
Bonus items include a two-speed transfer case with low-range gearing and dual exhaust.
The integrated Traction Select System means the truck’s performance can better match the conditions at hand. The system, via a dial, adjusts the transmission shift points, throttle mapping, and other systems to give the Sierra Elevation mountain goat-like footing.
In essence, GMC echoes the sentiments expressed by Marvin Gaye and Tammi Terrell in 1967: There Ain’t No Mountain High Enough.
Styling & Design
If the off-road elements don’t immediately do it, the Sierra Elevation should be easy to spot with its LED C-shape “light blade” designs. This signature look includes LED fog lamps and further C-shaped LED elements within the taillights. We see plenty of black exterior accents from the grille insert and tow hooks, to the side window trim and 20-inch aluminum wheels.
The monochromatic door handles, bumpers, and grille surround finish off the truck.
In general, regardless of trim level, the 2019 Sierra is the boldest-looking, most chiseled Sierra in the modern era.
2019 GMC Sierra Denali. Photo: GMC.
Power & Performance
The Sierra Elevation will put the heat to the pavement, gravel, or mud with a range of engines and transmissions. The evergreen 5.3 and 6.2 return, although they are redesigned for weight savings and better performance. The 5.3 and 6.2 contain the new Dynamic Fuel Management system, a replacement for the current Active Fuel Management. Under the new system, the engine is allowed 17 different modes of cylinder deactivation to boost performance and efficiency.
Standard on the Elevation is a new 2.7-liter turbocharged engine paired to an eight-speed automatic. The engine produces 310 horsepower and 348 lb-ft. of torque. Early next year, the Elevation will be optioned with a new 3.0-liter Duramax connected to a 10-speed automatic.
2019 GMC ProGrade Trailering System. Photo: GMC.
Hauling The Convoy
GMC says the Sierra Elevation will handle all the gear one can pile on: kayaks, mountain bikes, motorcycles and ATVs, camping and fishing equipment; nothing is off limits. There are more tie-downs, larger rear corner steps, and the available “GearOn rails” to make loading and securing cargo easier.
A 120-volt outlet in the rear supplies power to whatever equipment adventure seekers have in tow.
And when you gotta tow, you gotta tow! GMC’s new ProGrade Trailering feature is an option for the Elevation. The system includes a pre-departure checklist, trailer light test, tire pressure monitoring for the trailer, and maintenance reminders, plus a compatible smartphone app.
Pricing & Availability
The 2019 Sierra Elevation comes as a double cab in either two-wheel or four-wheel drive. Expect the truck at GMC dealers this fall with pricing information due closer to that time.
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.
Photos & Source: GMC.

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