It’s up there which is as it should be. The power, that is. So simply ahead and utilize it. Rev the 2019 Ford Mustang Bullitt to its 7400-rpm redline or you’ll not be completely reveling the Bullitt encounter. Indeed, it sounds great at 4000 rpm, chuckling out an unquestionable V-8 murmur. By 5500—around 1000 rpm past its torque top—it’s going ahead tune and making genuine yank. In any case, it’s in the upper spans, past 6000 rpm, that this most recent form of the Coyote 5.0-liter V-8 is alive, screaming an all-American creation that supports rehashing. So we rehashed.
The Bullitt is back, and we drove everything over Northern California, investigating Gold Country at high revs and high g’s and, obviously, visiting San Francisco, where the Bullitt legend will turn 50 this October. Portage will complete a two-year keep running of this restricted release show for 2019 and 2020, conveying its American legend around the world. Under its hood lies the most ground-breaking cross-plane-crankshaft Coyote to date, making 480 strength and 420 lb-ft of torque.
The extra oomph—20 drive—over the 2019 Mustang GT’s 5.0-liter plant is kindness of enhanced stream. Two parts have the effect, and them two originate from the level wrench Voodoo V-8 in the Shelby GT350. That auto’s higher-streaming admission complex with longer sprinters and its 6-percent-bigger 87-millimeter throttle body (2019 5.0-liters utilize a 82-millimeter throttle body) join with an open-component air channel to empower the more profound relaxing. The Bullitt motor offers its double port-and direct-infusion setup with 2019 models and in addition its 12.0:1 pressure proportion. It likewise exploits the 2019 model’s more noteworthy than-5.0 status (5038 cubic centimeters, up from 4951 in prior variants). This all signifies a few little subpeak knocks in torque (6 to 8 lb-ft) before the common 420-lb-ft crest. Obviously, after that pinnacle is the place the Bullitt motor truly sparkles, with as much as 15 more lb-ft than the GT.
The Bullitt is a driver’s auto, yet you’ll have to wring it out to know the full profundity of its capacity. Catch it an apparatus too high, underneath 4000 rpm or thereabouts, and this motor can feel delicate. This isn’t a Chevrolet Camaro SS, which awes with tremendous snort at low motor speeds and feels intense all over. No, the most recent Coyote conveys more pinnacle control than the Camaro SS, however it doesn’t fulfill totally until it’s completely loosened up. We loosened up it on California Highway 49, blitzing the stone gullies with a scree-showering 7400-rpm song of devotion. The Bullitt gets rid of the sound tube fitted to the 5.0 liter in Mustang GT models, which funnels consumption clamor into the lodge. It depends rather on a recalibrated dynamic fumes and in addition the characteristic harmonies that are presently more discernable through the open-component channel. Also, Ford concedes, some solid is filled in from the auto’s speakers.
There’s a solitary transmission, a six-speed manual, now fitted with dynamic rev coordinating, which the Bullitt will impart to all manual-prepared GTs for 2019. It’s a sweetheart, as well, snapping off smooth, exact moves regardless of whether its equipping is ultralong. Third apparatus, truth be told, is useful for well past 100 mph, making gorge runs a for the most part single-outfit try. What’s more, that is the place this Mustang sparkles, with quick reactions from its directing and brakes; just little, exact sources of info are required to influence amazing to speed. Six-cylinder front Brembo calipers are a piece of the bundle, and they endure even a bold beating admirably.
The Bullitts we drove were fitted with the $1695 magnetorheological dampers, one of just three accessible choices. Six driving modes stay: Normal, Sport, Track, Snow/Wet, Drag Strip, and MyMode, an adjustable choice that permits full autonomous control over guiding exertion, deplete, damping, and the sky is the limit from there. Indeed, even in Normal mode, the Bullitt suspension is sufficiently solid that it doesn’t generally coexist with street flaws. Game mode offered enough control on smooth streets to influence us to feel that Track mode would require a track as well as much stickier elastic to completely abuse its extra damping. Be that as it may, don’t reason that the Bullitt’s Michelin Pilot Sport 4S elastic isn’t satisfactory, on the grounds that it offers generous hold joined with wear properties that are significantly more practical than the Pilot Sport Cup 2 elastic found on the GT’s Performance Package Level 2 and the Shelby GT350R. The Sport 4S is an amazing tire—hugely grippy, unsurprising, and never discharging to such an extent as a peep in the many miles of hard driving we put it through.
Different choices are the $1595 cowhide Recaro seats and the $2100 Electronics bundle, which incorporates a 12-speaker B&O Play sound framework, blind side observing, and route. Something else, the Bullitt is unpretentious, without any side badging and fitted with a wide, unemblazoned grille opening. It’s straightforward. It’s quick in case you’re conferred. It’s accessible just in green or dark. Furthermore, it’ll influence your heart to dissolve at 7400 rpm.