As a true 2+2 car, the Mustang GT offers limited room in the back. On the plus side, the trunk is spacious enough to accommodate all your luggage for a weekend getaway. Be careful not to overload the trunk as you may break the inside plastic protecting the lock.
Revised engine, chassis and suspension
Much like in 2001, Ford engineers made a point to reinforce the chassis and suspension to help the car handle the increased power (315 hp) and torque (325 lb-ft) as well as the faster accelerations allowed by the Bullitt-exclusive 3.73:1 rear axle ratio. The redline was also bumped by 250 rpm, allowing the driver to shift at 6,000 rpm. I reached 100 kph in 5.7 seconds in second gear (with traction control on). As with every other Mustang GT, shifts from 1st to 2nd and 3rd to 4th are lightning-quick. On the other hand, you have to manipulate the shifter carefully and slowly from 2nd to 3rd, otherwise some jerky action is bound to happen.
Despite all this, passing maneuvers from 80 to 120 kph are faster if you use both the 2nd and 3rd gears (3.8 seconds) instead of the 3rd one only (4.33 seconds). As for handling, a crossbar was added between the front shock towers so as to give the chassis more flexional and torsional rigidity. Larger stabilizer bars also team up with the sport-tuned springs and shocks.
Bullitt: a fitting name
When you turn the key and the engine springs to life, you're treated to a magical sound like your ears wouldn't believe it. The muted growl that's so characteristic of V8 engines is instantly recognizable, although with a bit more bass like the original Mustang Bullitt. In fact, engineers developed a unique dual exhaust system specifically for the new car.
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| Ford engineers bumped the redline by 250 rpm, allowing the driver to shift at 6,000 rpm. |
Revised engine, chassis and suspension
Much like in 2001, Ford engineers made a point to reinforce the chassis and suspension to help the car handle the increased power (315 hp) and torque (325 lb-ft) as well as the faster accelerations allowed by the Bullitt-exclusive 3.73:1 rear axle ratio. The redline was also bumped by 250 rpm, allowing the driver to shift at 6,000 rpm. I reached 100 kph in 5.7 seconds in second gear (with traction control on). As with every other Mustang GT, shifts from 1st to 2nd and 3rd to 4th are lightning-quick. On the other hand, you have to manipulate the shifter carefully and slowly from 2nd to 3rd, otherwise some jerky action is bound to happen.
Despite all this, passing maneuvers from 80 to 120 kph are faster if you use both the 2nd and 3rd gears (3.8 seconds) instead of the 3rd one only (4.33 seconds). As for handling, a crossbar was added between the front shock towers so as to give the chassis more flexional and torsional rigidity. Larger stabilizer bars also team up with the sport-tuned springs and shocks.
Bullitt: a fitting name
When you turn the key and the engine springs to life, you're treated to a magical sound like your ears wouldn't believe it. The muted growl that's so characteristic of V8 engines is instantly recognizable, although with a bit more bass like the original Mustang Bullitt. In fact, engineers developed a unique dual exhaust system specifically for the new car.
 |
| The engineers developed a unique dual exhaust system specifically for the new Bullitt version. |