Ford Celebrates 10 Million Mustangs

Ford has now made an amazing 10 million Mustangs! To celebrate they just revealed the 10 millionth example of the iconic sports car. The celebration, held outside the Flat Rock Assembly Plant where the car is currently manufactured, featured 60 Mustangs from various eras, neatly arranged to display ‘10,000,000’ when viewed from above.

As for the 10 millionth car itself, the 2019 model year Mustang is a Wimbledon White GT convertible, mirroring the spec of VIN 001 – the “first serialized 1964.5 Ford Mustang”. Unlike that car though, which has its 163bhp V8 hooked up to a three-speed automatic, the 464bhp 5.0-litre in Mustang number 10 million is mated to a six-speed manual.

“Mustang is the heart and soul of this company and a favorite around the world… I get the same thrill seeing a Mustang roll down a street in Detroit, London or Beijing that I felt when I bought my first car – a 1966 Mustang coupe that I drove across the country as a teenager. Mustang is a smile-maker in any language.” Jim Farley, Ford’s global market boss

800bhp Ford Mustang Bullitt!

With a 475bhp 5.0-litre V8, the new Ford Mustang Bullitt isn’t exactly lacking power. Thanks to the Shelby GT350 inlet manifold and bigger throttle bodies, it’s more than powerful enough for most. But not all…

And if you crave more power, Mustang Tuner Steeda has created their own ‘Steve McQueen Edition Bullitt Mustang’. A Whipple Supercharger combined with a cold air intake and a ‘performance tune’ delivers 800hp.

Should you go for the supercharger, you’ll need to option a heavy-duty Ford Performance half shaft to ensure nothing goes ‘bang’ when you put your foot down. There’s also a carbonfibre driveshaft available.

Suspension modifications include uprated anti-roll bars, better suspension bushes, an IRS strut brace, new springs and shock absorbers, and much more besides. At each corner, you’ll find a Steeve McQueen Edition 20-inch wheel, wrapped in a Nitto NT555 G2 tyre. The boots measure 275mm in width and the front, and 315mm at the rear.

Along with the wheels, the exterior has been spruced up with retro cool rear three-quarter louvres and an aero-tweaked front end. On the inside, you’ll be treated to illuminated Steve McQueen Edition kick plates, plaques, and branded floor mats.

All this comes with a price and it’s rather steep. The base Bullitt kit costs $20,995, on top of the $47,495 price of a Bullitt Mustang. And that doesn’t include the supercharger – Steeda hasn’t revealed pricing for that yet, but ticking that box is almost certainly going to inflate the$21k substantially. But it’s a great upgrade if you want a unique Mustang!

10 Million Mustangs and Counting…

The Ford Mustang was a revelation when it was first launched, capturing a new spirit of freedom, and 54 years later it’s every bit as important

The Mustang has not only stood the test of time it’s improving with age.

Keeping the same iconic name for 54 years has meant sales have naturally stacked up, but to reach 10 million is a huge achievement for any car, let alone a sports “pony” car.

By contrast Europes icon sports car the Porsche’s 911, emerged one year before the first Mustang and in the same count of years managed only one million sales. Yes, we know the Porsche is quite a bit more expensive, but Porsche was ecstatic about its achievement so Ford has every right to lose its mind over what the Mustang has done.

It takes so many stars to align to make a car last as long as the Mustang. The fact that after five and a half decades we’re only on the sixth generation seems to tell a story about how long-lived each model has been… but that’s not quite the case. The second iteration lasted just five years after being hamstrung by a series of oil crises, while the third stab at the formula had to last some 15 years.

And yet the American public stood by it. They carried on buying it, even when the weight ballooned, the styling turned so bland it could cure insomnia and the engines dropped from ‘muscle’ to more like ‘mollusc’.

Why? Because the Mustang had already made its mark. It inked its identity deep into the US consciousness. The mere memory of the superb first generation kept the model afloat through lean times. The Mustang was – and is – the Mustang.

Even though it does engage in them from time to time, in truth it’s above power wars. It’s above perceived technical flaws. Most importantly it’s above petty criticism. Say what you like; it doesn’t matter. The Mustang is uniquely cool and always will be. Even the divisive third- and fourth-generation cars have their fans.

The thing about the Mustang is that legions of people want to love it. That name helps. It feels so good when it rolls off your tongue. I’m just going out in my Mustang. Feels good, right? People also love it because it’s a car that says something about them; something positive.

Choosing a Mustang says that you value freedom, fun and character over boring everyday concerns like having five doors and averaging 50mpg. It says that you’re an interesting human, willing to make interesting choices in the face of a hundred more sensible options.

In 1964 the Mustang captured the imaginations of tens of thousands of people who were so, so ready for that car to exist. 10 million Mustangs have kept the faith all this time. Fast-forward to 2018 and today’s Mustang is the car 10 million more people need – but most of them probably don’t know it yet.

Death of the Mustang – Almost

If not for an outcry from loyal enthusiasts, the front-wheel-drive coupe we know today as the Ford Probe could have become the fourth-generation Mustang

When Ford put the Mustang on the market in 1965, it took the auto industry by storm. Until then, the notion of a sports car for ordinary people seemed like nothing more than a pipe dream for most Americans. Not surprisingly, it didn’t take long for petrolheads to fall in love with the Mustang, an affair which shows no signs of ending any time soon.

The Mustang story is not without its share of problems. The oil crisis of the early 1970s served to suffocate the V8 horsepower of American cars, including the Mustang. The resulting second-generation Mustang II was a shell of its predecessor, and is often regarded as one of the worst cars that Ford ever made. Things would get better with the introduction of the third-generation Fox Mustang, but sales continued to slump.

By the mid-1980s, the rear-wheel-drive pony car was starting to look like a bit of an antique in comparison to the wealth of cheap front-wheel-drive coupes coming in from Japan. These cars, particularly the Acura Integra and Toyota Celica, were lighter and more efficient than the Fox-body Mustang, yet were still fun to drive in their own right.

The practical advantages of front-wheel drive were impossible for Ford executives to ignore when it came time to refresh the Ford Mustang for its fourth generation. By 1987, plans were underway to christen the fourth-generation Mustang as a front-wheel-drive car. Through Ford’s growing business relationship with Mazda, the “New Mustang” would have been based on the same platform used by the humdrum Mazda 626. But Ford reckoned that this plan would work since Mazda had already used this platform to create the MX-6, which proved to be a decent two-door sports car, albeit not a particularly exhilarating one. The relatively lightweight coupe would be nimble and efficient, powered by either a four-cylinder or six-cylinder engine. But NO 5.0 V8!

There was just one problem with this plan… Mustang fans wanted none of it.

When word got out that the future Mustang was about to get a FWD drivetrain, the outrage was immediate. Ford’s head office was inundated with hundreds upon thousands of letters from angry Mustang devotees. The message was clear: to give the Mustang a front-wheel-drive platform would be to ruin it. Save the 5.0!

Despite sinking a huge sum of money into the front-wheel-drive platform, Ford decided to cave to the demands of Mustang fans. Rather than kill off the Fox Mustang in 1989, as planned to do, Ford kept it in production in spite of mediocre sales volumes. But there was no way that Ford could let its investment into the Mazda-based coupe go to waste. So they decided to build the car anyway and market it alongside the Mustang. It was believed that this car, now called the Probe, would prove a point and handily outsell the old-school Mustang.

This couldn’t have possibly been further from the truth. When the two cars went on sale together, the Mustang easily outsold the Probe, despite having architecture that was over ten years old. Pleasing the people had paid off for Ford, and it proved that American muscle wasn’t out of fashion.

The same couldn’t be said of the Ford Probe. Although it was primed for international sales, the American cousin of the Mazda MX-6 would never achieve the fan base of the car it was supposed to replace. Maybe it was because it didn’t have a V8 engine. Maybe it was because it was an American coupe with front-wheel-drive. Maybe it was because it was named after something usually associated with proctologists.

In fairness, the Probe wasn’t a terrible car. But it certainly wasn’t a great one, either. After all, it was essentially just a boring family car with two doors and pop-up headlights. No amount of early ‘90s radness could save it.

As for the Mustang, the time had come to finally retire the third-generation “Fox-body” design. Amazingly, Ford once again considered a front-wheel-drive platform, this time based on the Escort. But that notion was quickly dismissed when Ford couldn’t find a way to fit a front-wheel-drive transaxle to its Modular V8 engine. Instead, Ford decided to heavily modify the old Fox platform with modern lines that reflected the true heritage of the Mustang. Codenamed “SN-95”, the fourth-generation Mustang hit the streets in 1994. Ever since then, Ford hasn’t looked back. Over ten million Mustangs have been built, and they’ve all remained true to their rear-wheel-drive, rubber-burning roots.

Who’s up for a 16 cylinder 1000HP Cadillac Concept Car

Watch this Cadillac Sixteen concept car starting up and driving away. This one off car has a legitimate V16 engine (not two V8s bolted together), producing 1,000 horsepower and 1,000 lbs ft. of torque without the use of forced induction. With most engines getting smaller and adding turbo chargers, this normally aspirated 16 cylinder engine is a revelation!

You will see this 1000HP Cadillac Concept Car’s engine interior, startup, driving away, and you’ll also see a Lamborghini Countach in the background driving away.

How not to drive a Ferrari 458 Italia

At the time of this unfortunate accident, this now ruined 458 Italia had been loaned to a 26-year-old driver by Colorado supercar tour company Oxotic. It looks like the driver steamed into the bend a little too quickly, then tried to make the corner while braking, with predictable results.

The rental company, which uploaded the video, had the following to say about the state of the Ferrari:
“So the car basically had the entire passenger side damaged. every component. That rear flank is all aluminum and costs $38K alone and it was trashed! I wish I had taken more photos but I was not in the right mindset to do a full photos shoot. It was determined almost immediately that it was a total loss by the body shop and insurance company. Very sad.”

Porsche reveals a mid-engined 911 (race car)

► Porsche unveils new 911 RSR race car in Los Angeles
► Eschews rear-engined configuration for mid-engined set-up
► Naturally aspirated flat-six develops 503bhp – with restrictors!

A new Porsche 911 RSR racer is always a big deal, but the latest RSR is a bigger deal than most – sacrilegiously, it’s mid-engined.

porsche-911-rsr-03 porsche-911-rsr-02 porsche-911-rsr-01 porsche-911-rsr-04

To allow for an optimized weight distribution (which in turn allows for more efficient use of the car’s tires over the length of a racing stint) and more efficient aerodynamics, Porsche has taken a long hard look at the rulebook and, with a little ingenuity, pushed the 911’s flat-six into the middle of the car – ahead of the rear axle, for the first time since 1995’s 911 GT1 prototype.

The wheelbase, too, is increased over that of the production car – but both developments are legal within the regulations and key to a next-generation racer tasked with humbling LM-GTE rivals Ferrari, Ford, Lamborghini and Corvette.

‘This is the biggest evolution in the history of our top GT model,’ says Porsche Motorsport boss Dr Frank-Steffen Walliser. ‘The new 911 RSR is a completely new development: the suspension, body structure, aerodynamic concept, engine and transmission have all been designed from scratch.

‘Honestly, it is a pretty fundamental change, and the car is completely different to the GT1 – that was a prototype. With the RSR we have stayed on the 911 platform and changed what was necessary. It was an important step for us, to come back and have a competitive car.

“Joking, I would say the ideas has been around since 2005! But we had some interruptions, some protests. I took over this role in October 2014 and this was the most important task. We made a decision in March 2015, and then the engineering started.”

While Walliser refuses to rule out a mid-engined GT road car, it’s unlikely – the established 2+2, rear-engined configuration works nicely in Porsche’s production 911s.

The RSR’s engine is the 4.0-liter motorsport naturally-aspirated flat-six: the old Mezger unit, which featured in the 991 RSR, is now fully retired. Breathing through restrictors to ensure parity withPorsche rival engines of all shapes and sizes, from turbocharged Ferrari V8s to the Ford’s twin-turbo EcoBoost V6, the RSR engine develops some 503bhp, transmitted to the rear slicks via a six-speed sequential gearbox (in a magnesium casing, naturally) and a three-plate carbon clutch.

Turbocharging was considered but discounted for its weight penalty and the adverse effect it would have had on weight distribution, the primary reason for the shift in engine location.

The revised engine layout has radically altered the RSR’s aerodynamics. Pushing the engine forward has allowed for a far bigger diffuser, while ‘swan-neck’ rear wing mounts, inspired by Porsche’s LMP1 prototype, confer a slight efficiency advantage since the more critical under-wing airflow is left free of strut-derived turbulence.

‘When you shift the engine you have the space in the rear for a bigger diffuser and there’s an aero advantage to that,’ explains Walliser. ‘That’s the second step that makes the concept stronger. It’s a significant advantage over the old car, though direct comparisons are difficult because of the different tyres.’

The RSR’s debut will be the US IMSA WeatherTech series opener at Daytona, the 24-hour heartbreaker that taught Ford valuable lessons about its then-new GT in January 2016. Like Ford, Porsche makes no bones about the RSR’s primary objective. ‘Reliability is the most important thing at the start, then we go after performance – everything must be sorted out for Le Mans,’ says Walliser.

CHEVROLET CORVETTE GRAND SPORT VRS PORSCHE 911 CARRERA S

Watch the Corvette Gand Sport Take On the 911 Carrera S… may the best car win!

The Corvette Grand Sport essentially combines the Stingray’s naturally aspirated 460-hp V-8 with the Corvette Z06’s handling bits, including the fancy magnetorheological shocks. Meanwhile, the big news with the 911 Carrera S is its new turbocharged six-cylinder. Is the Chevy a better car than the Porsche? Watch the video below to find out and let us know which car you would pick in the comments section.

Godzilla or the next GTR?

Rumor Has It The New Nissan GT-R Is Coming in 2018

GT4

The current Nissan GT-R is still a monster. With a 545-hp twin-turbo , tenacious all-wheel-drive, and a zero-to-60 time that can dip below three seconds, it earned the “Godzilla” nickname long ago. But it has been on sale in the U.S. since 2008, and while the car has received plenty of mild updates since then, its familiar shape is getting a bit long in the tooth. That’s why word from Nissan’s chief creative officer Shiro Nakamura, hinting that the next-gen GT-R won’t hit until 2018, has us a little puzzled.

Speaking with Top Gear , Nakamura didn’t give any hard answers when asked about the new GT-R’s timeline. “Not yet,” he told the U.K.-based publication. “2018 at the earliest.” When Top Gear asked about the speculative renderings floating around the internet, Nakamura said, “Not one of them is close.”

That flies counter to . hinting at a 2016 debut for the next Godzilla. It does, however, seem to fit in with our hunch about Nissan’s Concept 2020 Vision Gran Turismo concept car , shown above. The concept, designed as a flight-of-fancy digital daydream that you can drive on your PlayStation’s Gran Turismo 6, sure has that GT-R family resemblance amid all its fighter-jet creases and gaping air scoops.

For his part, Nakamura isn’t denying that fact. Speaking about Concept 2020, he told Top Gear that the concept could hold some clues. “Maybe some elements from the front and rear, but that is a mid-engined car,” he said. “Mizuno-san [the leader of the GT-R program at Nissan] says the GT-R will always be a front-engine, 2+2 seater coupe.”

Porsche 718 Boxster Annihilates Mercedes-AMG GT & BMW M2

718_boxster-1

There’s no doubt that Porsche’s new superstar is a feisty little monster. With aggressive looks, a powerful engine, and enough technology to power a spaceship, the Boxster 718 S is a proper sports car through-and-through.

This video by Motorsport Magazine is proof of that. The magazine’s staff headed out for a few hot laps at none other than France’s Magny-Cours world-class race track, which was home to the now defunct French Grand-Prix for decades. In case you’re wondering, Magny-Cours means “royal track.”

Among the fleet of cars being tested was a 718 Boxster S, as well as a Mercedes AMG GT, a new BMW M2, and a 911 (997) GT3. While you’d think that the baby Boxster is out of its league in this roster, you may rethink that once you see the lap times it put down.

Both the Mercedes, BMW, and obviously the GT3 are much more capable and powerful cars, which would lead one to believe they’re much faster. But as we know, all of those advantages may mean nothing on a twisty race track.