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amla456 · 4 years ago

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Review of the Duralast Gold Brake Pad of 2020

One will in truth find out loads of merchandise there if he's looking for a significantly-current-day-day-day-day-day brake pad for his automobile. But no longer all of them deliver the reliability and cheap charge of Duralast. That's why we determined to make an assessment of the Duralast gold brake pads. It is vital for us to apprehend how probably the outstanding-made and sturdy the ones pads are. It too, people receives more out of it. Best duralast brake pads. Welcome

Best gold brake pads for Duralast

• Duralast Brake Pads

• Duralast Gold Semi-Metallic Brake Pads

• Duralast Brake Pads D204

• Duralast Ceramic Brake Pads

• Duralast Gold Ceramic Brake Pads

1. Duralast Brake Pads

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PROS

• Extremely valid and clean to place

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• Old truck on the detail of SUV well matched

CONS

• Pads make an awful lot of noise

• Compatible high-quality with picked automobiles And SUVs

2. Duralast Gold Semi-Metallic Brake Pads

The new Duralast gold brake pad versions have now been produced. The gold semi-metallic we meet this time. This is a excellent blueprint for folks who choice to be normal.

It suits many automobiles and SUVs of Chrysler, Dodge, and Mitsubishi. For individuals who desire to pay no cash on their massive vehicles on their subsequent flooring, that could be a massive gain. And taken into consideration sincerely considered taken into consideration in reality taken into consideration considered clearly in fact in reality taken into consideration in reality one in every of them you might be. hawk brake pads. Top Vehicle Parts

The key advantage of this bundle deal deal deal deal deal deal deal deal deal is that the pad is blanketed from fast located on through a totally specific coating. And a rubber alloy steel of many layers to put off harm from mild or difficult stops. Attach the chamfer OE version and get even higher common ordinary large common common not unusual favored famous everyday trendy performance with noise damping.

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PROS

• A excessive diploma of damage and tear and tear and tear and tear prevention coating

• Outstanding semi-metallic form for remarkable outcomes

• Special multilayer form & silent prevent feature

CONS

• More hard than expected to mount

• Not as possible as anticipated

3. Duralast Brake Pads D204

The D204 Duralast gold brake pads are the primary on our chart. As you can see, they appear to be current-day-day-day-day brake components but, with the shape of versatility they offer, they'll be particular. ebc brake pads. Click here

From 1984 to 1986, you could without trouble paired 4 to eight cylinders on the all another time of any Mustang. However, from 1982 to 1987 you could art work in Lincoln Continental vehicles. Any 1984 and 1990 Lincoln MK VIII need to healthy too.

You may not discover any outstanding brake pad if you have this form of vehicles as a series or every day tour. They are strong, smooth to mount, and paintings with loads of stopping without dirt or smoke. Great duralast brake pads

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PROS

• Excellent shape for higher time-body

• Individual brake pads for individual car models

• Simple to apply for delivered consolation

CONS

• Can emit greater emissions than anticipated

• Non appropriate for use in tune and project

four. Duralast Ceramic Brake Pads

For folks that need versatility with out compromising their high-quality, the Duralast Gold ceramic block pads are an fantastic possibility.

These are Duralast's simplistic models, suitable for Infiniti, Nissan, Datsun, and Suzuki vehicles. This is the maximum strong pad package deal deal deal deal deal deal deal deal deal deal deal inside the entire listing and suits without issues with sedans, vehicles, and SUVs.

But not all masses of cars are nicely matched. They are regardless of the reality that decently prolonged-lasting with a ceramic friction technique, which has been used for decades.

The powder-covered backplate is also an interesting element. It way that corrosion or rust in no way gets at the surfaces.

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You will discover this form of pads superb in case you want to prevent in a Japanese automobile at each precise diploma.

PROS

• Excellent reliability with numerous Japanese motors

• Anticorrosion plate of real outstanding with loads a good buy a high-quality deal masses a good buy loads a whole lot masses hundreds loads loads a incredible deal less roasting.

• Great noise-blocking output

CONS

• Not quite as long lasting as anticipated

• Can disk brakes scratch

5. Duralast Gold Ceramic Brake Pads

The Gold Ceramic is every splendid collection of Duralast Gold Sheets. This package deal deal deal deal deal deal deal deal deal is in all respects superb, beginning with the truth that its competition is 1/2 of of of of of of of of of of the price.

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They however the fact that stand in opposition to the weight of time, due to the truth that they may be opportunity pads. You might not want to regulate them very an lousy lot, specially with the corrosion-shielding coating.

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Finally, with its ceramic OE-grade introduction that also holds dirt low you gain excellent preventing time-venerated common crucial well-known present day-day-day-day-day everyday giant ordinary average overall performance.

For folks that want particular amazing at an loads hundreds a good deal loads loads a top notch deal hundreds hundreds loads a whole lot loads lots much less highly-priced rate, it is a extraordinary opportunity.

PROS

• Great regular commonplace commonplace commonplace commonplace smooth large not unusual commonplace essential everyday full-size normal latest ordinary normal performance for SUVs and huge motors

• Ideal calm and electricity to area on

• First diploma, ceramic advent stops output

CONS

• Not in fact the tremendous manner to put in

• Not the splendid performer for off-street

This are the ceramic brake pads of Duralast gold. They are the first-rate choice for terrific humans with GMC, Chevrolet, Cadillac and SUV. They also are extended-lasting and finely built, suitable for low noise and number one commonplace regular common desired commonplace everyday normal regular performance.

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itcars · 6 years ago

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First Look: The 2020 Shelby GT500

The all-new Shelby GT500 – the pinnacle of any pony car ever engineered by Ford Performance – delivers on its heritage with more than 700 horsepower for the quickest street-legal acceleration and most high-performance technology to date ever offered in a Ford Mustang.

Arriving this fall to join its Shelby GT350 stablemate, Shelby GT500 is engineered to attack on all fronts. At the drag strip, it’s set to produce a projected 700-plus horsepower via its first-in-class dual-clutch transmission. At the track, performance improves even more thanks to its race-bred chassis, custom Michelin tires and the largest front brake rotors ever available on an American sports coupe. On the street, its menacing aerodynamic design and Ford Performance driver control technologies make every moment behind the wheel even more exhilarating.

Most powerful Ford production car ever In the process of making the all-new Shelby GT500 the quickest street-legal Mustang ever, Ford Performance created an exclusive powertrain to deliver new levels of power and torque.

The Shelby GT500 starts with a supercharged 5.2-liter aluminum alloy engine built by hand. To keep the intake air cooler and deliver a lower center of gravity, the team inverted a 2.65-liter roots-type supercharger with air-to-liquid intercooler tucked neatly in the V8 engine valley.

Like the Shelby GT350, the aluminum alloy block features weight-saving wire-arc cylinder liners and high-flow aluminum cylinder heads, plus larger forged connecting rods, improved lubrication and cooling passages. Beneath that, a structural oil pan adds strength, reduces vibration, and features a patented active baffle system to keep oil where it’s needed.

To channel power and torque to the unique carbon fiber driveshaft, Ford Performance leveraged learnings from the tuning of its Ford GT supercar’s dual-clutch transmission. The team selected a TREMEC 7-speed dual-clutch transmission, which can shift smoothly in less than 100 milliseconds – markedly faster than any manual gearbox. This dual-clutch transmission is designed for a number of drive modes, including normal, slippery, sport, drag and track, and features line-lock and rpm-selectable launch control through selectable Track Apps.

Next-evolution Mustang performance bred from Ford GT and Mustang GT4 To harness the power and torque of the most powerful Mustang ever made for the street requires cutting-edge active chassis technology, track-bred Michelin tires and Brembo brakes – all dialed in by Ford Performance.

Shelby GT500 takes advantage of revised suspension geometry, a new electronic power steering unit and lighter-weight coil springs front and rear. Next-generation active MagneRide suspension is baked-in, along with the latest in advanced drive mode technologies from Ford Performance. The payoff is the highest-ever lateral acceleration from a Mustang for greater track performance and driver control.

Putting all this chassis hardware to the pavement, custom Ford Performance-spec Michelin Pilot Sport 4S tires and more aggressive Pilot Sport Cup 2 tires feature unique compounds and tread. To provide track-ready stopping power, massive 16-5-inch (420-millimeter) two-piece rotors are added – the largest of any domestic sports coupe – plus larger, stiffer Brembo six-piston calipers. With 20 percent more swept area than the Shelby GT350’s, these brakes have more than 30 percent additional thermal mass in the front corners.

Two handling packages with increasing levels capability are offered for the all-new Shelby GT500. An available Handling Package includes adjustable strut top mounts and spoiler with Gurney flap. For the truly hardcore, an available Carbon Fiber Track Package features exposed 20-inch carbon fiber wheels with 0.5-inch-wider rear wheels (11.5-inch), custom Michelin Pilot Sport Cup 2 tires, adjustable exposed carbon fiber GT4 track wing and splitter wickers with integrated dive plane. The rear seat is deleted to reduce weight.

A functional, menacing design tuned with Ford Performance know-how Thanks to a cross-functional team of designers, Ford Performance engineers and motorsports collaborators, the 2020 Shelby GT500 has functional track-hero looks to match its performance capabilities.

“With a double front grille opening and 50 percent more cooling pack airflow versus the Shelby GT350, along with the most advanced aero components and downforce we’ve ever offered, every millimeter of Shelby GT500’s fastback design is aimed at improving performance,” said Melvin Betancourt, Ford design manager.

Those large angular grille openings and muscular hood combine for a menacing, aerodynamic-led design inspired by modern fighter jet aircraft. The car’s wider front fenders and stance housing Shelby GT500-specific 20x11-inch wheels proportionally align to its rear fenders that hug up to 20x11.5-inch wheels. A standard new rear spoiler and updated composite materials in the rear diffuser result in added thermal management.

The team leveraged Ford’s motorsports technical center in North Carolina and Windshear, with its rolling wind tunnel – where top-tier racing teams test – to perfect the design of the Shelby GT500. Front fascia openings are more than doubled versus the Shelby GT350, while six heat exchangers are stuffed in to increase cooling pack airflow by more than 50 percent. A massive 31x28-inch louvered hood vent features a removable aluminum rain tray for better air extraction and increased downforce.

More craftsmanship, technology and driver comfort Shelby GT500’s purpose-built cockpit boasts race-inspired premium materials and unique finishes worthy of its world-class power. Premium touchpoints include an available exposed carbon fiber instrument panel appliqué and new door panel inserts in Dark Slate Miko suede with accent stitching. Available Recaro racing seats with firm side bolstering and pass-throughs for safety harnesses offer the highest level of performance. For those looking for even greater comfort, power-adjustable seating with Miko suede inserts is offered.

The all-new Shelby GT500 picks up a 12-inch full-color LCD instrument cluster, while a high-performance custom-tuned 12-speaker B&O Play premium audio system is available. All of this is controlled via an 8-inch SYNC® 3 touch screen featuring SiriusXM and FordPass Connect.

New colors for 2020 include Red Hot, Twister Orange and Iconic Silver. Painted stripes are available for the all-new Shelby GT500 too.

#Shelby GT500 #Ford Performance #tuned #shelby #ford #cars #american #usa #muscle cars #gt500 #mustang #shelby mustang gt500 #first look #featured

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usedcarshoustontx · 6 years ago

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2020 Ford Mustang EcoBoost High Performance Package Brings Focus RS Engine, GT Upgrades

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photos-car · 4 years ago

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dipulb3 · 4 years ago

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2020 Ford Mustang Shelby GT350 Heritage Edition first drive: Slick nod to the past

New Post has been published on https://appradab.com/2020-ford-mustang-shelby-gt350-heritage-edition-first-drive-slick-nod-to-the-past/

2020 Ford Mustang Shelby GT350 Heritage Edition first drive: Slick nod to the past

Limited-edition styling packages are a common practice among automakers. Most involve a special paint or color combination along with minor interior alterations. But some carry a bit more meaning, drawing inspiration from a model’s storied past without overshadowing what makes the current car so special. That’s the 2020 Ford Mustang Shelby GT350 Heritage Edition in a nutshell.

With the Heritage Edition Package, customers can get a Ford Mustang Shelby GT350 or GT350R coated in an exclusive Wimbledon White paint with Guardsman Blue side and over-the-top racing stripes. The livery harks back to Carroll Shelby’s 1965 GT350 fastback that was victorious in its race debut with driver Ken Miles behind the wheel. Is that a cool thing to base a limited edition on? Absolutely. Does the color combo happen to look wicked to boot? Oh yeah.

2020 Ford Mustang Shelby GT350 Heritage Edition: Steeped in history

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Outside of the paint and stripes, the Heritage Edition changes are minor. The front and rear outside GT350 badges are finished in Guardsman Blue, as well as the special dash badge inside. Those opting for the Heritage Edition Package on the GT350R get completely black seats instead of the standard ones with red bolsters.

So, why the special edition? Well, sorry to say, GT350 production is coming to an end. Ford confirmed in a statement, “With the 760-horsepower Shelby GT500 now in full stride, we will finish production of Shelby GT350 and GT350R this fall as planned. This makes the way for new additions to excite our passionate Mustang fans for the 2021 model year — including the limited-edition Mach 1.” Pour one out.

One last Voodoo dance

Knowing that the GT350 isn’t long for the world makes driving the Heritage Edition bittersweet. The 5.2-liter, naturally aspirated, flat-plane-crank V8 is brilliant. Known internally at Ford as the Voodoo, it spits out 526 horsepower and 429 pound-feet of torque for strong, linear power delivery all the way up to the 8,250-rpm redline. Throw in the glorious, roaring soundtrack under wide-open throttle, and it’ll surely make any driver’s heartbeat quicken.

Ford’s 5.2-liter Voodoo V8 is a real sweetheart.

Jon Wong/Roadshow

Connected to the 350’s engine is a Tremec six-speed manual transmission offering precise action and a nicely weighted, easy-to-work clutch. Combine that with the engine’s rapid throttle response and well-spaced pedals for heel-and-toe shifting, and it’s super easy to drop a gear or two before turns. The only drivetrain element I’d change is installing a shifter with slightly shorter throws.

Tackling my go-to stretches of twisty roads in the Heritage Edition is an absolute riot. With some heat in the staggered, 19-inch Michelin Pilot Sport Cup 2 tires, the 3,800-pound coupe does everything you ask of it. Track mode firms up the dampers and steering, turn-in is immediate with great weight and high levels of feedback, and body motions are nicely controlled with huge amounts of grip. If you feel like making the rear end dance in a controlled manner, it’s easily done with a liberal dab of throttle. The six-piston front and four-piston rear Brembo clampers effortlessly slow matters down, providing the confidence to go deeper into braking zones if you wish.

The highlight of the GT350 remains its raw but approachable performance personality. It’s forgiving to drive right up to the limit with a usable amount of power and a good ol’ manual gearbox. In many ways it’s a throwback sports car, free of new performance technologies in the best ways.

The interior is standard Mustang stuff, with Ford’s Sync 3 infotainment tech onboard.

Jon Wong/Roadshow

Daily tolerance

Just because there’s so much to like about this Shelby Mustang’s old-school makeup, however, doesn’t mean there aren’t some modern elements. Case in point: the adaptive dampers, adjustable steering and active exhaust. Engaging the Normal drive mode softens bump stiffness, lightens steering and yields a quieter exhaust note for more comfortable, lower-key motoring. This doesn’t mean impacts from bigger bumps are erased, but they’re smoothed out enough for a very tolerable ride around town.

The middle ground between Normal and Track drive modes is Sport, which is ideal for more enthusiastic daily driving while possessing enough damping properties to keep things from being jarring. Yes, it makes the Shelby marginally firmer, but completely livable with more cornering composure and a bit heftier steering.

The GT350 isn’t the perfect daily driver, though. Remember those aggressive 295/35R19 front and 305/35R19 rear tires that are oh-so-good for handling? They are prone to tramlining on rutted roadways, making it hard to track straight. But the biggest strike against this Shelby is its less-than-stellar fuel economy, with EPA estimates of 14 miles per gallon in the city and 21 mpg highway. Those numbers are low enough to cause the coupe to get hit with a $1,300 gas-guzzler tax. Then again, if you’re really worried about fuel efficiency, a Shelby probably isn’t for you.

Jon Wong/Roadshow

The highlight of the GT350 remains its raw but approachable performance personality.

Inside, the Heritage Edition is a typical Mustang. The door panels have suede inserts, and the standard Recaro front race seats are supremely comfy and supportive. Outside of that, the back seat is still tight and best used for small children, the build quality is good but not great, and there’s serviceable cargo-carrying ability in the trunk, with 13.5 cubic feet of space.

On the tech front, the GT350 uses Ford’s tried-and-true Sync 3 interface, housed on an 8-inch touchscreen. A nine-speaker audio system, satellite radio, Wi-Fi hotspot and both Apple CarPlay and Android Auto come standard. Navigation with real-time traffic and a new 12-speaker B&O sound setup are optional. For safety, a rear-view camera is standard, while available features are limited to blind-spot monitoring and rear cross-traffic alert.

We’ll really miss this one when it’s gone.

Jon Wong/Roadshow

Hard to say goodbye

The 2020 Ford Mustang Shelby GT350 and GT350R are on sale in dealers now with a base price of $61,635 and $74,630, respectively. Both figures include $1,195 for destination and a $1,300 gas guzzler tax. The Heritage Edition Package tacks on an additional $1,965 to the bottom line of each.

I’d definitely put a check mark next to the Heritage Edition Package option on my GT350 build sheet, which says something, because I’m usually not one to get sucked into the limited-edition brouhaha. But the fact that it’s an awesome-looking package steeped in history on the best driver’s Mustang ever built has me sold. For anyone contemplating a Shelby GT350, you’re officially on the clock. The end is near, but this is nevertheless a lovely sendoff.

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qohow · 4 years ago

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The 20 cars that will mark the start of the new school year 2020

Smile, it’s back to school. The recovery will be very lively in the automotive industry, with a catch-up effect after the delays linked to Covid-19. A festival of novelties is announced. Soon to be unveiled or about to reach the dealerships, here are the stars of the next few weeks. From the city car to the supercar, from low-cost to luxury, there will be something for all tastes.

Audi Q5 Sportback

Why is it going to get your attention? Because it will be more stylish than your classic Q5.

If on the classic models side, Audi has cleaned up the silhouettes (more A1 and A3 in 3 doors), on the SUV side, the brand with the rings multiplies the possibilities. Thus, one year after the Q3, it will be the Q5’s turn to have its Sportback derivative, a coupe-type model. No surprise: we take a Q5 (which has just been restyled), redesign the roof drop, tilt the bezel and draw a spoiler above the lights. The priority is the look, with a few sacrifices in terms of rear roominess and cargo volume.

BMW M3 et M4

Why will they catch your attention? Because their nose will make you talk!

Two years after the presentation of the Series 3 G20, here is finally its sporty M3 version. The sedan will be unveiled at the same time as the M4 coupe. The two BMWs will make people talk with their huge angular bean grille, which will give a hyper aggressive look. The power will fly away. From 431 and 450 hp for the Competition, they will be increased to 480 and 510 hp. The least powerful will have a 6-speed manual gearbox, while the Competition will have an 8-speed automatic. They will still be rear-wheel drive, but all-wheel drive will be offered afterwards!

Citroën C4

Why is it going to get your attention? Because it has a divisive look.

Citroën is back to conquering the sedan market. Two years after the second generation stopped, the C4 is back, putting an end to the wobbly Cactus C4. However, Citroën has no desire to fit into the mould. Its new compact car therefore dares to adopt an original silhouette, tinted with SUVs and coupes. A risky gamble? The interior is much wiser. This new C4 has the particularity of being a 100% electric variant. But it has the same characteristics as the e-208, so it only requires a 50 kWh battery and a range of 350 km. There is always gasoline and diesel. Orders will open in September, with the revelation of prices. The car will arrive in dealerships during the fall.

Citroën Concept-car

Why is it going to get your attention? Because it will be one of the few concepts of the end of the year!

The Mondial de l’Automobile has been cancelled in the spring. But certainly, some brands (at least the French ones) had planned to exhibit a concept car there… and their project was inevitably advanced when the French show fell through. Even without a show, we should discover some concepts in the coming weeks. During an interview given during the confinement, Pierre Leclercq, Citroën’s design boss, evoked a surprise in the rafters before the end of the year, something “quite revolutionary”.

Cupra Formentor

Why is it going to get your attention? Because its design is successful.

It’s the first Cupra-specific model… even though it’s closely derived from the Leon. The Formentor could be one of the commercial surprises of the fall season because we bet that its muscular style will hit the bull’s eye. It’ll be a feathery, powerful package, including a 245-hp rechargeable hybrid. If Cupra is reasonable on prices, the Formentor can easily divert customers initially attracted by the Audi Q3 Sportback and Range Rover Evoque, especially since Cupra benefits from a good brand image.

Dacia Sandero

Why is it going to get your attention? Because it will go upscale… but it will remain cheap.

Dacia will enter a new era with the third generation of Sandero. In order to comply with increasingly stringent European standards and regulations, the city car will be entitled to the modern base of the latest Clio! However, this will be simplified and the Sandero will do without the most advanced driving aids. But it will benefit from new equipment. While the exterior will evolve smoothly, the interior will make its revolution with a more modern presentation, with a large touch screen in height! Under the hood, we’ll have a classic offer. The Sandero will wait a little before daring to go hybrid.

Fiat 500

Why is it going to get your attention? Because this 500 is electric.

A brand-new 500 is about to hit the dealerships. What’s special about it? It’s 100% electric, and it’s the only engine it has (the old thermal will remain in the catalog). The technical specifications are very attractive, with a power of 118 hp which promises great performance, and a large battery given its size, namely 42 kWh. This gives a range of 320 km according to the WLTP cycle. The 500 can get out of the city. For Fiat, this is also an opportunity to take its favorite car to the next level. The 500 is therefore packed with technology: full-LED optics, 10.25-inch touch screen, semi-autonomous driving. Of course, prices seem to be high, with €34,900 and €37,900 for the high-end La Prima sedan and cabriolet! But the special core France Edition series is 29,900 € and Fiat will unveil more accessible models in the fall.

Ford Mustang Mach-E

Why is it going to get your attention? Because she’s going on a preview tour.

Ford’s electric SUV arrives in France. In September, the Mustang Mach-E will do a preview tour of dealerships. We’ll be able to see it in Nice, Marseille, Montpellier, Toulouse, Bordeaux, Lyon, Dijon Strasbourg, Reims, Lille and Evreux. It’s an opportunity to see the vehicle, which dares to look like a Mustang SUV, before placing an order! Several technical configurations are available, from 258 to 337 hp. Autonomy can reach 600 km with the large 98.8 kWh battery. The model is available from €48,990.

Hyundai Tucson

Why is it going to get your attention? Because it may well distract you from 3008.

The Tucson is Hyundai’s best-selling model in France and Europe. Its renewal is therefore an important moment for the brand. That’s not going to prevent the brand from completely redesigning it! The Tucson will be the first SUV to take advantage of Hyundai’s new style, called Sensuous Sportiness. As announced in the Vision T concept (photo), this will result in an even more muscular silhouette with prominent edges. The front end will be original with a grille that incorporates part of the light signature. The interior presentation will be upgraded with digital instrumentation. This new Tucson should benefit from hybrid engines.

Maserati MC20

Why is it going to get your attention? Because it marks the revival of Maserati.

Initially scheduled for May, the presentation of Maserati’s new flagship will take place on September 9. The MC20 (for Maserati Corsica and 2020) is the first major new Trident model since 2016. It is a supersports car with a brand new V6 engine, entirely designed by Maserati. This 3.0-litre twin-turbo engine develops 630 bhp. The MC20 has already shown its supercar-like silhouette via teasers, but the camouflage has effectively hidden the lines. It will be a new addition to the range, as the GranTurismo and GranCabrio will be renewed in 2021, with an electric block.

#car #cars

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proteportainternational · 4 years ago

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The 2020 Tesla Model Y Proves How Far Behind The Rest Of The Auto Industry Still Is

My opinion of Tesla in recent years has been one hell of a roller-coaster ride. At first, I admired the company's fast, innovative electric cars; then I grew to hate CEO Elon Musk's constant Twitter shenanigans and nuclear takes on journalists and the media.

Then I drove a Model S, a Model X and a Model 3; the last one twice, actually, first a Standard Range, followed by a Performance model. I loved each one of them, mostly for what felt like cutting-edge technology, performance and a general sense of feeling different, the way Apple computers must have felt when they competed against the beige-box Windows PCs of the 1990s. Then, finally, I despised Tesla for inflicting owners with an innumerable amount of post-sales issues, including notoriously poor quality control.

I don’t know what’s worse between a paint job that peels off during the first winter, or door handles that refuse to operate properly during a cool Canadian morning; don't even get me started on the infamous panel gaps.

This year, Tesla is back with its most important car possibly ever: the Model Y. It's priced to sell in the ultra-important, ultra-popular, ultra-lucrative midsize crossover segment, smaller and cheaper than a Model X and without those problematic Falcon Doors. Unlike wild experiments like the forthcoming Cybertruck—if that even happens as-is—the Model Y is meant to be a major volume-seller, the car that keeps the bills paid. But it also needs to still be a Tesla, meaning fast, high-tech and a cut above all other EVs, long as you check expectations about quality at the normally-opening door.

Yet will the 2020 Tesla Model Y being plagued with build quality issues affect its desirability? Perhaps not. Because here’s the cold hard truth about Tesla: whether we like it or not, it’s still ahead of the curve. Way ahead. And the more I drive Tesla's cars, the sadder I feel about the rest of the auto industry. 2020 Tesla Model Y: By The NumbersBase Price (as Tested): $43,690 ( $43,690 )Powertrain: Dual electric motor setup mounted on each axle, one permanent-magnet synchronous, one AC induction / 75 kWh batteryHorsepower: 384 hp (286 kilowatts)Torque: 376 lb-ft0-60 MPH: 4.7 secondsTop Speed: 136 mph (limited)Cargo Capacity: 68 cubic-feet rear with seats folded | 15 cubic-feet front (frunk)Quick Take: Still the most technological EV on sale, the most range in its class, the strangest EV on the market. Build quality remains an issue.But Y?The Model Y may share a platform and a lot of related parts with the Model 3, but it's poised to strike hard in a segment that’ll start boiling anytime between now and next year. As I write this, the Model Y’s only rivals are the Jaguar I-Pace and Audi e-tron. But come this fall, the Ford Mustang Mach-E could give the Y a run for its money. Nissan then plans on deploying the promising Ariya later in 2021, and finally, Cadillac will join the party with the Lyriq sometime in 2023.But why aren’t any of these models on the market yet? I’m asking the same question, which I’ll get back to in a bit. To take them all on, the Model Y (across all its trim levels) is powered by a 75-kWh battery pack powering two axle-mounted electric motors. The rear one, which is the car’s main source of propulsion, is Tesla’s own Permanent Magnet Switched Reluctance type, a fancy term to describe permanent magnets that are located within the rotor itself. These are, basically, more efficient than most electric motors currently on the market. The front motor is a more conventional induction-type layout—similar to what you get in a Chevrolet Bolt EV—providing high levels of torque at low speeds, but also more energy-hungry. This is why the Model Y is first and foremost rear-wheel-drive. The front motor kicks in only when you really need it. Total power output from this Dual Motor setup is rated at 286 kilowatts, or the equivalent of 384 horsepower and 376 lb-ft of torque. Tesla claims the entry-level Long-Range model (the one I tested) will hit zero to 60 mph in just under five seconds and that it will drive up to 310 miles on a single charge.Such specifications pulverize both the Jaguar I-Pace (234 miles) and Audi e-tron (204 miles). Only the upcoming Mach-E with the extended range package has a chance to compete against this Tesla. Perhaps more impressive is the Model Y’s 3,500-pound towing rating, which is a first in this category of vehicles. However, you do need to tick off a $1,000 Tow Hitch option to get it.Pricing for a 2020 Tesla Model Y kicks off at $43,690 USD (or $69,990 CAD) before applicable rebates, and will climb all the way to $53,690 USD for a much faster Performance model. Up here in Québec, where state-subsidized incentives are strong and EVs sell well, the Model Y is sadly not eligible for anything due to its high price tag. (In case you’re curious: In Canada, EVs need to be under a starting MSRP of $55,000 CAD to receive any rebates, up to $13,000 in total. These incentives currently only apply to more affordable EVs like the Tesla Model 3 Standard Range Plus, Chevrolet Bolt EV and other similarly priced models.) Less 3 Than You’d Think It would be safe to assume that the Model Y is basically a slightly lifted hatchback version of a Model 3 sedan. That observation is only half right. While it does ride on the Model 3’s platform, the Model Y’s wheelbase was stretched by half an inch, leading to a 2.2-inch overall length difference. The Y is also 2.8 inches wider than the sedan on which it’s based. These dimensional changes, accompanied by the higher roofline and hatchback configuration, inevitably lead to a more spacious and practical cabin. Rear leg and headroom are no longer an issue like they can be in a Model 3, and total cargo space is rather spectacular, to say the least.For reference, when the rear seatbacks are folded down, the Model Y will engulf up to 68 cubic feet of your gear. Add to that an extra 15 cubes upfront due to the frunk and Tesla’s crossover beats both the Jag I-Pace (50 cu-ft) and the Audi e-tron (54 cu-ft) in cargo capacity. Even the Ford Mustang Mach-E can’t match this at 59.6 cu-ft rear / 4.8 cu-ft front. And while the Model Y is technically a five-seater, you can add a third row for a seven-seat interior. However, because the option costs $3,000, and that the seats themselves are tiny and eat up a fair amount of cargo space, I don’t recommend getting it.Except for what I just mentioned above, there aren’t many available options for a Model Y. Your choice of interior colors is limited to black or white. Tesla does include the standard Autopilot automated driving assistance technology, with the Full Self-Driving Capability feature remaining an $8,000 option. My tester didn’t have that one ticked off, which meant it had driver assist technology and not actual, fully autonomous driving. A reminder: no car has that. The FSD option includes some features supposedly coming down the road. It's your call if you have faith in that or not. Come At Me, Muskbros Before I move onto my driving impressions, I will say that I was just as disappointed by this thing’s overall build quality as the Model 3’s. Among the manufacturing issues I noticed on my tester, which I obtained through the Turo ride-sharing app, was a passenger-side headlight that wasn’t properly aligned, a rear bumper that didn’t quite tuck in the same way on both sides of the car, a rear hatch that had a wider door-to-body gap on one side than the other, and some rubber moldings that felt they had been installed as afterthoughts. That the Model Y’s large center console is made out of cheap Dollarama-grade plastic is another huge letdown. Cabin noise was also very apparent during my drive, where squeaks and rattles kept disturbing the otherwise peaceful experience—it's all especially more noticeable with no engine to drown it out. The Model Y’s interior feels downright cheaply made, especially when you compare it to what the Germans or even the South-Koreans manufacture in this price bracket.Once strapped in, the now expected one-screen-controls-all setup stares at you robotically like HAL in the movie 2001: A Space Odyssey. In its defense, it’s a remarkably easy interface to comprehend. Granted, there is a learning curve, but the information isn’t cluttered like other systems, so it doesn’t take too much time to figure out where everything is. The screen also reacts quickly to your commands, the navigation map is clear and intuitive to use, and the overall interface is clean and attractive. I do feel Tesla’s latest vehicles deserve some physical controls, like mirror and steering wheel adjustments, or audio commands. Cycling through the screen to find them can at times be distracting, especially while driving.I did however enjoy how the car’s dashcam switches on the moment you hunk the horn. It’s a handy feature that allows you to grab some footage of the douchebag who just scraped off your front bumper. Forward visibility is excellent due to the absence of, well, a dashboard. So is overall comfort, especially up front where the seats provide ample lateral and back support. The rear seats are spacious, too, and offer ample head clearance for a big guy like me, but the seatbacks themselves are hard. You also sit upright back there. It is however possible to recline the seats, but they’re just never as comfortable as the ones upfront. The Model Y’s glass roof—which doesn’t open—gives way to a well-lit, airy cabin. On The Road When I say that Tesla is ahead of the competition, I don’t mean that it’s the first to market a 300-mile electric compact crossover. Or because it pioneered over-the-air software updates, an in-house fast-charging network or its own sales model that other car brands are just beginning to copy.No, Tesla is ahead of the curve due to the way it drives and how utterly efficient its drivetrains are compared to other EVs out there. Driving the Model Y captures Tesla’s technological dominance by the way it performs and manages its range. Although the industry now offers a wide choice of compelling EVs, I remain impressed by how smooth and instant Tesla’s motors feel.Unsurprisingly, the Model Y will launch itself out of the hole as fast as the best sports cars, but it’s the precision of its throttle pedal that’s truly astonishing. One simply needs to feather it for the vehicle to get up and go swiftly. It’s the kind of tactility that instantly infuses the driver with utmost confidence and control. Releasing that pedal also unleashes Tesla’s excellent regenerative braking technology. While competing brands offer the possibility to modulate the recuperation system’s resistance, Tesla proves once more that two well-preconfigured settings suffice.About the Tesla Supercharger network: I didn’t really need to use it given the amount of range the Model Y has at its disposal. But it is handy if your area isn’t fitted with an established public charging grid. Where I live, there’s a public charger on every street corner, so Superchargers are kind of irrelevant. But it will allow you to grab 158 miles of range within only 15 minutes, so there’s that.That said, not having to rely on a charger was another realization that hit me hard as I blasted this compact crossover into highway onramps at speeds that would make a Porsche Macan Turbo blush: range anxiety is officially a thing of the past, folks. Battery technology is evolving so rapidly that we’ll soon get way more range than we actually need from an overnight charge. It’s a reality, that’s a lot closer than we think.Anyway, back to the driving experience. The Model Y, even in its most basic form, is fast, smooth and efficient. But that’s all expected from a Tesla. What I wasn’t ready for was how well it handles. Modern electric cars, generally speaking, all handle well due to the heavy battery pack that’s located down beneath their floor. This allows for an ultra-low center of gravity and near-perfect weight distribution. But up until now, the driving dynamics of most EVs, except perhaps the Jaguar I-Pace—an EV I once drove on a track like a bat out of hell—or the Porsche Taycan all feel a bit stale. The Model Y has a playful, tail-happy feel when it’s pushed hard to its limits. The Dual Motor setup somehow always prioritizes the rear motor, even though its original purpose was to be efficient and not performance-enhancing. Yet, it’s still willing to party.What I mean is that there’s actual rotation happening back there, which allows the Model Y to wag its tail if you really commit upon corner exit. Yet, it’s all very easy to correct. The steering is as precise as a Playstation controller, the levels of grip are immense, and the front wheels instantly kick in to provide the required amount of grip. It all happens so effortlessly that even an inexperienced driver will find the confidence necessary to throw this thing hard into a corner without fear of understeering into a ditch. The Verdict At this point, you’re probably wondering if the Tesla Model Y is worth your money. I’m going to say that yes, on many levels, this thing is worth every penny, even if it’s expensive. But you also need to know what you’re getting into when buying a Tesla. I say this because, in my immediate orbit, I know two Tesla Model 3 owners who are victims of bad paint, and Tesla is currently doing nothing to help them. Imagine the frustration of paying nearly 50 grand for a luxury sport sedan only to see it shed its skin the following spring.I do hear, however, that Tesla’s aftersales service is improving, and that appointments with service rangers��essentially Tesla repair people who come straight to your home—are made quickly and without too much hassle. I hear they even fix panel gaps. But don’t expect Lexus levels of craftsmanship, here. Tesla still has a lot of homework to do in this regard. But the truth of the matter is that nobody, and I mean nobody, currently sells something that directly competes against a Model Y. And that’s a little worrying for the rest of the auto industry. The phrase "Tesla-killer" or "Tesla-fighter" has been common in headlines about legacy automakers and startups alike; still, no one has come at this king yet.Perhaps Ford has a chance with the Mach-E. At least, on paper, it seems like a viable contender. But could it be too little too late? I mean, Tesla sold over 160,000 Model 3s in the US alone last year. Can this oddball Mustang be any sort of a volume-seller the way the Model Y is destined to be? I find that unlikely. But if anything, it’s only the start of things to come. When Nissan unveiled the Ariya electric crossover last month, I remember saying “finally, something innovative from Nissan!” for the first time in years, but then I was highly disappointed by its release date of late 2021 on our market. And don’t get me started on the Cadillac Lyriq. After months of shoving down our throats that its “innovative” Ultium battery would be the Android answer to Tesla’s Apple, GM unveiled an odd-looking concept car with unofficial range numbers and no actual specifications. Worse even was when Cadillac said all we’d only see the damn thing in the flesh in three years. Three years, GM. Really?You see, what the entire auto industry needs to understand with its EV promises and shady concept cars is that Tesla is here now. Tesla is selling. And Tesla is ahead. And the more it waits before releasing its products, the harder it’ll be for them to take on what was not long ago just a little California startup. Font: The Drive

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xeford2020 · 4 years ago

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2021 Ford Bronco Best New Features

What is new for the 2021 Ford Bronco?

The Ford Bronco has been on a long hiatus. Now that it is back, you may be wondering what new features distinguish the 2021 Ford Bronco from older models. That’s what we’re here to unpack. Keep reading below to learn about the 2021 Ford Bronco best new features.

2021 Ford Bronco – exterior design

The best new exterior feature of the 2021 Ford Bronco is its available four-door model. For some of us, having four doors on a vehicle can make the difference in a purchase. An extra door makes the rear seats more accessible and changes the look of the vehicle as well.

The 2021 Ford Bronco comes in both a two-door and a four-door model. The two-door model harkens back to the original Ford Bronco, and many fans will be excited to greet the throw-back style. If you love the Ford Bronco but want an extra door, you can do that too now.

Ford Ranger off-road packages

2021 Ford Bronco – customizability

The 2021 Ford Bronco is more customizable than ever before. With 11 colour options and over 200 available accessories, you can make the 2021 Ford Bronco however you want it. If you are interested in customizing your 2021 Ford Bronco with dealer installable accessories, let us know and we can show you your options.

2021 Ford Bronco – technology features

Many of the best new features for the 2021 Ford Bronco are technology features. Since the Ford Bronco hasn’t had a recent model, the technology on this vehicle is seeing huge upgrades from previous models. The high-tech interior and high-tech off-road performance features are fitting for a modern vehicle.

One of our favorite technology features in the 2021 Ford Bronco is the large display screen. There are a few options, including the available 12-inch SYNC ® 4 system. With navigation, a 360-degree view camera, and more, this display has all of the convenience you need in one place.

2021 Ford Mustang Mach 1 performance and handling features

The post 2021 Ford Bronco Best New Features appeared first on Sherwood Ford.

#1 Ford Daily | Đại lý – Showroom ủy quyền Ford Việt Nam 2019 Ford Daily là showroom, đại lý Ford lớn nhất Việt Nam: Chuyên phân phối xe ô tô FORD như: EcoSport ✅ Everest ✅ Explorer ✅ Focus ✅ Ranger… [email protected] 6A Đường Trần Hưng Đạo, Phường Phạm Ngũ Lão, Quận 1, Hồ Chí Minh 711240 0901333373 https://forddaily.com/ https://forddaily.com/xe/ https://forddaily.com/dai-ly/ https://forddaily.com/bang-gia/ https://forddaily.com/tra-gop/ #forddaily #dailyfordhcm #fordshowroomhcm https://www.google.com/maps/place/Ford+Daily/@10.7693359,106.696211,15z/data=!4m5!3m4!1s0x0:0x1f188a05d927f4ff!8m2!3d10.7693359!4d106.696211

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yuzronews · 4 years ago

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چندی پیش خبری در مورد فورد موستانگ قوی هیکل غول امریکایی در سایت یوزرو منتشر کردیم که با استقبال زیادی روبرو شد امروز تصمیم گرفتیم یک مجله تصویری از Ford Mustang EcoBoost High Performance Package (2020) برای شما منتشر نماییم هم اکنون میتوانید با مراجعه به سایت https://www.yuzro.com. اخبار کاملی از این اسب قدرتمند امریکایی را مطالعه نمایید قطعا لذت میبرید @yuzronews #یوزرو #یوزرو_نیوز #اخبار_خودرو #فورد_موستانگ #ماشین_آمریکایی https://www.instagram.com/p/CAtEodbghbv/?igshid=1od8klvs58l7i

#یوزرو #یوزرو_نیوز #اخبار_خودرو #فورد_موستانگ #ماشین_آمریکایی

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asostudenttiger-blog · 5 years ago

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@@@ 2020 Ford Mustang High Performance Package

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arplis · 5 years ago

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Arplis - News: 2020 Top 10 High Tech Cars

Photo: Polestar The Polestar 1 hybrid, the first of a sub-brand from Volvo, goes fast and goes far in all-electric mode—roughly 88 kilometers (55 miles). Introduction Chevrolet Corvette Stingray C8 Polestar 1 Hyundai Sonata Porsche Taycan Audi RS Q8 Mini Cooper SE Fiat 124 Spider Toyota RAV4 Hybrid Ford Escape Hybrid Aston Martin Vantage AMR In 2019, the auto industry finally started acting like its future was electric. How do we know? Just follow the money. General Motors just announced it was spending US $20 billion over five years to bring out a new generation of electric vehicles. Volkswagen Group has pledged $66 billion spread over five years, most of it for electric propulsion. Ford hopes to transform its lineup and image with an $11.5 billion program to develop EVs. And of course, Tesla has upstaged them all with the radical, scrapyard-from-Mars Cybertruck, a reminder that Elon Musk will remain a threat to the automotive order for the foreseeable future. This past year, I saw the first fruit of Volkswagen Group’s massive investment: the Porsche Taycan, a German sport sedan that sets new benchmarks in performance and fast charging. It lived up to all the hype, I’m happy to say. As for Tesla and Ford, stay tuned. The controversial Tesla Cybertruck, the hotly anticipated Ford Mustang Mach-E, and the intriguing Rivian pickup and SUV (which has been boosted by $500 million in backing from Ford) are still awaiting introduction. EV fans, as ever, must be patient: The Mach-E won’t reach showrooms until late this year, and as for the Rivian and Cybertruck, who knows? As is our habit, we focus here on cars that are already in showrooms or will be within the next few months. And we do include some good old gasoline-powered cars. Our favorite is the Corvette: It adopts a mid-engine design for the first time in its 67-year history. Yes, an electrified version is in the works. Chevrolet Corvette Stingray C8 The middle: where no Corvette engine has gone before Base price: US $59,995 Photo: Chevrolet Perfect balance is what you get by moving the Stingray’s V8 to the center; unlike its mid-engine rivals, the car has generous cargo space in a rear trunk. Introduction Chevrolet Corvette Stingray C8 Polestar 1 Hyundai Sonata Porsche Taycan Audi RS Q8 Mini Cooper SE Fiat 124 Spider Toyota RAV4 Hybrid Ford Escape Hybrid Aston Martin Vantage AMR By now, even casual car fans have heard that the Corvette has gone mid-engine. It’s a radical realignment for a car famous for big V8s nestling below long, flowing hoods since the ’Vette’s birth in 1953. Best of all, it works, and it means the Stingray will breathe down the necks of Ferraris, McLarens, and other mid-engine exotics—but at a ridiculous base price of just US $59,995. Tadge Juechter, the Corvette’s chief engineer, says that the previous, seventh-generation model had reached the limits of front-engine physics. By rebalancing weight rearward, the new design allows the Stingray to put almost preposterous power to the pavement without sacrificing the comfort and everyday drivability that buyers demand. I got my first taste of these new physics near the old stagecoach town of Tortilla Flat, Ariz. Despite having barely more grunt than last year’s base model—369 kilowatts (495 horsepower) from the 6.2-liter V8 rumbling just behind my right shoulder—the Corvette scorches to 60 miles per hour (97 kilometers per hour) nearly a full second quicker, at a supercar-baiting 2.9 seconds. This Stingray should top out at around 190 mph. And there are rumors of mightier versions in the works, perhaps even an electric or hybrid ’Vette with at least 522 kW (700 hp). With the engine out back, driver and passenger sit virtually atop the front axle, 42 centimeters (16.5 inches) closer to the action, wrapped in a fighter-jet-inspired cockpit with a clearer view over a dramatically lowered hood. Thanks to a new eight-speed, dual-clutch automated gearbox, magnetorheological shocks, and a limited-slip rear differential—all endlessly adjustable—my Corvette tamed every outlaw curve, bump, and dip in its Old West path. It’s so stable and composed that you’ll need a racetrack to approach its performance limits. It’s still fun on public roads, but you can tell that it’s barely breaking a sweat. Yet it’s nearly luxury-car smooth and quiet when you’re not romping on throttle. And it’s thrifty. Figure on 9 to 8.4 liters per 100 kilometers (26 to 28 miles per gallon) at a steady highway cruise, including sidelining half its cylinders to save fuel. A sleek convertible model does away with the coupe’s peekaboo view of the splendid V8 through a glass cover. The upside is an ingenious roof design that folds away without hogging a cubic inch of cargo space. Unlike any other mid-engine car in the world, the Corvette will also fit two sets of golf clubs (or equivalent luggage) in a rear trunk, in addition to the generously sized “frunk” up front. The downside to that convenience is a yacht-size rear deck that makes—how shall we put this?—the Chevy’s butt look fat. An onboard Performance Data Recorder works like a real-life video game, capturing point-of-view video and granular data on any drive, overlaying the video with telemetry readouts, and allowing drivers to analyze lap times and performance with Cosworth racing software. The camera-and-GPS system allows any road or trip to be stored and analyzed as though it was a timed circuit—perfect for those record-setting grocery runs. Polestar 1 This hybrid is tuned for performance Base price: US $156,500 Photo: Polestar Introduction Chevrolet Corvette Stingray C8 Polestar 1 Hyundai Sonata Porsche Taycan Audi RS Q8 Mini Cooper SE Fiat 124 Spider Toyota RAV4 Hybrid Ford Escape Hybrid Aston Martin Vantage AMR Consider the Polestar 1 a tech tease from Volvo. This fiendishly complex plug-in hybrid will be seen in just 1,500 copies, built over three years in a showpiece, enviro-friendly factory in Chengdu, China. Just as important, it’s the first of several planned Polestars, a Volvo sub-brand that aims to expand the company’s electric reach around the globe. I drove mine in New Jersey, scooting from Hoboken to upstate New York, as fellow drivers craned their necks to glimpse this tuxedo-sharp, hand-built luxury GT. The body panels are formed from carbon fiber, trimming 227 kilograms (500 pounds) from what’s still a 2,345-kg (5,170-pound) ride. Front wheels are driven by a four-cylinder gas engine, whose combo of a supercharger and turbocharger generates 243 kilowatts (326 horses) from just 2.0 liters of displacement, with another 53 kW (71 hp) from an integrated starter/generator. Two 85-kW electric motors power the rear wheels, allowing some 88 kilometers (55 miles) of emissions-free range—likely a new high for a plug-in hybrid—before the gas engine kicks in. Mashing the throttle summons some 462 kW (619 hp) and 1,000 newton meters (737 pound-feet) of torque, allowing a 4.2-second dash to 60 miles per hour (97 kilometers per hour). It’s fast, but not lung-crushing fast, like Porsche’s Taycan. Yet the Polestar’s handling is slick, thanks to those rear motors, which work independently, allowing torque vectoring—the speeding or slowing of individual wheels—to boost agility. And Öhlins shock absorbers, from the renowned racing and performance brand, combine precise body control with a creamy-smooth ride. It’s a fun drive, but Polestar’s first real test comes this summer with the Polestar 2 EV. That fastback sedan’s $63,750 base price and roughly 440-km (275-mile) range will see it square off against Tesla’s sedans. Look for it in next year’s Top 10. Hyundai Sonata It has the automation of a much pricier car Base price: US $24,330 Photo: Hyundai Introduction Chevrolet Corvette Stingray C8 Polestar 1 Hyundai Sonata Porsche Taycan Audi RS Q8 Mini Cooper SE Fiat 124 Spider Toyota RAV4 Hybrid Ford Escape Hybrid Aston Martin Vantage AMR The U.S. market for family sedans has been gutted by SUVs. But rather than give up on sedans, as Ford and Fiat Chrysler have done, Hyundai has doubled down with a 2020 Sonata that’s packed with luxury-level tech and alluring design at a mainstream price. The Sonata is packed with features that were recently found only on much costlier cars. The list includes Hyundai’s SmartSense package of forward-collision avoidance, automated emergency braking, lane-keeping assist, automatic high-beam assist, adaptive cruise control, and a drowsy-driver attention warning, and they’re all standard, even in the base model. The SEL model adds a blind-spot monitor, but with a cool tech twist: Flick a turn signal and a circle-shaped camera view of the Sonata’s blind spot appears in the digital gauge cluster in front of the driver. It helped me spot bicyclists in city traffic. Hyundai’s latest infotainment system, with a 10-inch (26-centimeter) monitor, remains one of the industry’s most intuitive touch screens. Taking a page from much more expensive BMWs, the Hyundai’s new “smart park” feature, standard on the top-shelf Limited model, lets it pull into or out of a tight parking spot or garage with no driver aboard, controlled by the driver through the key fob. That fob can be replaced by a digital key, which uses an Android smartphone app, Bluetooth Low Energy, and Near Field Communication to unlock and start the car. Owners can share digital-key access with up to three users, including sending codes via the Web. Even the Sonata’s hood is festooned with fancy electronics. What first looks like typical chrome trim turns out to illuminate with increasing intensity as the strips span the fenders and merge into the headlamps. The chrome was laser-etched to allow a grid of 0.05-millimeter LED squares to shine through. Add it to the list of bright ideas from Hyundai. Porsche Taycan It outperforms Tesla—for a price Base price: US $114,340 Photo: Porsche Fast off the mark and fast to charge, the Taycan inherits tech from Porsche’s LeMans-winning 919 Hybrid racers, including the 800-volt architecture. Introduction Chevrolet Corvette Stingray C8 Polestar 1 Hyundai Sonata Porsche Taycan Audi RS Q8 Mini Cooper SE Fiat 124 Spider Toyota RAV4 Hybrid Ford Escape Hybrid Aston Martin Vantage AMR Yes, the all-electric Porsche Taycan is better than a Tesla Model S. And it had damn well better be: The Porsche is a far newer design, and it sells at up to double the Tesla’s price. What you get for all that is a four-door supercar GT, a technological marvel that starts the clock ticking on the obsolescence of fossil-fueled automobiles. This past September I spent two days driving the Taycan Turbo S through Denmark and Germany. One high point was repeated runs to 268 kilometers per hour (167 miles per hour) on the Autobahn, faster than I’ve ever driven an EV. From a standing start, an automated launch mode summoned 560 kilowatts (750 horsepower) for a time-warping 2.6-second dash to 60 mph. As alert readers have by now surmised, the Taycan is fast. But one of its best time trials takes place with the car parked. Thanks to the car’s groundbreaking 800-volt electrical architecture—with twice the voltage of the Tesla’s—charging is dramatically quicker. Doubling the voltage means the current needed to deliver a given level of power is of course halved. Pulling off the Autobahn during my driving test and connecting the liquid-cooled cables of a 350-kW Ionity charger, I watched the Porsche suck in enough DC to replenish its 93.4-kW battery from 8 to 80 percent in 20 minutes flat. Based on my math, the Porsche added nearly 50 miles of range for every 5 minutes of max charging. In the time it takes to hit the bathroom and pour a coffee, owners can add about 160 kilometers (100 miles) of range toward the Taycan’s total, estimated at 411 to 450 km (256 to 280 miles) under the new Worldwide Harmonized Light Vehicle Test Procedure. But the U.S. Environmental Protection Agency (EPA) seems to have sandbagged the Porsche, pegging its range at 201 miles, even as test drivers report getting 270 miles or more. Porsche hopes to have 600 of the ultrafast DC chargers up and running in the United States by the end of this year. That 800-volt operation brings other advantages, too. With less current to carry, the wiring is slimmer and lighter, saving 30 kilograms in the electrical harness alone. Also, less current is drawn during hard driving, which reduces heat and wear on the electric motors. Porsche says that’s key to the Taycan’s repeatable, consistent performance. In its normal driving mode, the Turbo S version kicks out 460 kW (617 horsepower) and 1,049 newton meters (774 pound-feet) of torque. The front and back axles each have an electric motor with a robust 600-amp inverter; in other models the front gets 300 amps and the rear gets 600 amps. The Porsche’s other big edge is its race-bred handling. Though this sedan tops 2,310 kg (5,100 pounds), its serenity at boggling speeds is unmatched. Credit the full arsenal of Porsche’s chassis technology: four-wheel-steering, active roll stabilization, and an advanced air suspension offering three levels of stiffness, based on three separate pressurized chambers. Porsche claims class-leading levels of brake-energy recuperation. It’s also Porsche’s most aerodynamic production model, with a drag coefficient of just 0.22, about as good as any mass-production car ever. Porsche invested US $1 billion to develop the Taycan, with $800 million of that going to a new factory in Zuffenhausen, Germany. For a fairer fight with Tesla, a more-affordable 4S model arrives in U.S. showrooms this summer, with up to 420 kW (563 hp) and a base price of $103,800. Audi RS Q8 Mild hybrid, wild ride Base price (est.): US $120,000 Photo: Audi Introduction Chevrolet Corvette Stingray C8 Polestar 1 Hyundai Sonata Porsche Taycan Audi RS Q8 Mini Cooper SE Fiat 124 Spider Toyota RAV4 Hybrid Ford Escape Hybrid Aston Martin Vantage AMR I’m rocketing up a dormant volcano to the highest peak in Spain, Mt. Teide in the Canary Islands. There may be more efficient ways to test a luxury crossover SUV, but none more fun. I’m in the Audi RS Q8, a mild-hybrid version of the Q8, introduced just last year. I’m getting a lesson in how tech magic can make a roughly 2,310-kilogram (5,100-pound) vehicle accelerate, turn, and brake like a far smaller machine. The RS Q8’s pulsing heart is a 4-liter, 441-kilowatt (591-horsepower) twin-turbo V8. It’s augmented by a mild-hybrid system based on a 48-volt electrical architecture that sends up to 12 kW to charge a lithium-ion battery. That system also powers trick electromechanical antiroll bars to keep the body flatter than a Marine’s haircut during hard cornering. An adaptive air suspension hunkers down at speed to reduce drag and center of gravity, while Quattro all-wheel drive and four-wheel steering provide stability. A mammoth braking system, largely shared with the Lamborghini Urus, the Audi’s corporate cousin, includes insane 10-piston calipers up front. That means 10 pressure points for the brake pads against the spinning brake discs, for brawny stopping power and improved heat management and pedal feel. Optional carbon-ceramic brakes trim 19 pounds from each corner. Audi’s engineers fine-tuned it all in scores of trials on Germany’s fabled Nürburgring circuit, which the RS Q8 stormed in 7 minutes, 42 seconds. That’s faster than any other SUV in history. Audi’s digital Virtual Cockpit and MMI Touch center screens are smoothly integrated in a flat panel. A navigation system analyzes past drives to nearby destinations, looking at logged data on traffic density and the time of day. And the Audi Connect, an optional Android app that can be used by up to five people, can unlock and start the Audi. Audi quotes a conservative 3.8-second catapult from 0 to 100 kilometers per hour (62 miles per hour). We’re betting on 0 to 60 mph in 3.5 seconds, maybe less. Mini Cooper SE It offers all-electric sprightliness US $30,750 Photo: Mini Introduction Chevrolet Corvette Stingray C8 Polestar 1 Hyundai Sonata Porsche Taycan Audi RS Q8 Mini Cooper SE Fiat 124 Spider Toyota RAV4 Hybrid Ford Escape Hybrid Aston Martin Vantage AMR I’m on a street circuit at the FIA’s Formula E race in Brooklyn, N.Y., about to take my first all-electric laps in the new Mini Cooper SE during a break in race action. The Manhattan skyline paints a stunning backdrop across the harbor. My Red Hook apartment happens to be a short walk from this temporary circuit; so is the neighborhood Tesla showroom, and an Ikea and a Whole Foods, both equipped with EV chargers. In other words, this densely populated city is perfect for the compact, maneuverable, electric Mini, that most stylish of urban conveyances. It’s efficient, too, as Britain’s Mini first proved 61 years ago, with the front-drive car that Sir Alec Issigonis created in response to the gasoline rationing in Britain following the 1956 Suez crisis. This Mini squeezes 32.6 kilowatt-hours worth of batteries into a T-shaped pack below its floor without impinging on cargo space. At a hair over 1,360 kilograms (3,000 pounds), this Mini adds only about 110 kg to a base gasoline Cooper. With a 135-kilowatt (181-horsepower) electric motor under its handsome hood, the Mini sails past the Formula E grandstand, quickening my pulse with its go-kart agility and its ethereal, near-silent whir. The body sits nearly 2 centimeters higher than the gasoline version, to accommodate 12 lithium-ion battery modules, but the center of gravity drops by 3 cm (1.2 inches), a net boost to stability and handling. Because the Mini has neither an air-inhaling radiator grille nor an exhaust-exhaling pipe, it’s tuned for better aerodynamics as well. A single-speed transmission means I never have to shift, though I do fiddle with the toggle switch that dials up two levels of regenerative braking. That BMW electric power train, with 270 newton meters (199 pound-feet) of instant-on torque, punts me from 0 to 60 miles per hour (0 to 97 kilometers per hour) in just over 7 seconds, plenty frisky for such a small car. The company claims a new wheelspin actuator reacts to traction losses notably faster, a sprightliness that’s particularly gratifying when gunning the SE around a corner. It all reminds me of that time when the Tesla Roadster was turning heads and EVs were supposed to be as compact and light as possible to save energy. The downside is that a speck-size car can fit only so much battery. The Mini’s has less than one-third the capacity of the top Tesla Model S. That’s only enough for a mini-size range of 177 km (110 miles). That relatively tiny battery helps deliver an appealing base price of $23,250, including a $7,500 federal tax credit. And this is still a hyperefficient car: On a subsequent drive in crawling Miami traffic, the Mini is on pace for 201 km (125 miles) of range, though its battery contains the equivalent of less than 0.9 gallon of gasoline. Following a full 4-hour charge on a basic Level 2 charger, you’ll be zipping around town again, your conscience as clear as the air around the Mini. Vintage Fiat 124 Spider, Retooled by Electric GT A drop-in electric-drive system gives new life to an old car—like this 1982 Spider System base price: US $32,500 Photo: Electric GT This modern classic from 1982, retooled by Electric GT, hums along on an electric system that fits the space the engine used to occupy. Introduction Chevrolet Corvette Stingray C8 Polestar 1 Hyundai Sonata Porsche Taycan Audi RS Q8 Mini Cooper SE Fiat 124 Spider Toyota RAV4 Hybrid Ford Escape Hybrid Aston Martin Vantage AMR Vintage-car aficionados love to grouse about the time and money it takes to keep their babies running. Electric GT has a better idea: Skip ahead a century. The California company has developed an ingenious plug-and-play “crate motor” that transplants an electric heart into most any vintage gasoline car. I drove an orange 1982 Fiat 124 Spider that Electric GT converted to battery drive. With a relatively potent 89 kilowatts (120 horsepower) and 235 newton meters (173 pound-feet) of torque below its hood, and 25 kilowatt-hours’ worth of repurposed Tesla batteries stuffed into its trunk area, the Fiat can cover up to 135 kilometers (85 miles) of driving range, enough for a couple hours of top-down cruising. Best of all, the system is designed to integrate exclusively with manual-transmission cars, including the Fiat’s charming wood-topped shifter and five forward gears. This romantic, Pininfarina-designed Fiat also squirts to 60 miles per hour in about 7 seconds, about 3 seconds quicker than the original old-school dawdler. Electric GT first got attention when it converted a 1978 Ferrari 308, best known as Tom Selleck’s chariot on the U.S. TV show “Magnum, P.I.,” to electric drive. The company’s shop, north of Los Angeles, is filled with old Porsches, Toyota FJ40s, and other cars awaiting electrification. The crate motors even look like a gasoline engine, with what appears at first glance to be V-shaped cylinder banks and orange sparkplug wires. Systems are engineered for specific cars, and the burliest of the bunch store 100 kWh, enough to give plenty of range. With system prices starting at US $32,500 and topping $80,000 for longer-range units, this isn’t a project for the backyard mechanic on a Pep Boys budget. Eric Hutchison, Electric GT’s cofounder, says it’s for the owner who loves a special car and wants to keep it alive but doesn’t want to provide the regular babying care that aging, finicky machines typically demand. “It’s the guy who says, ‘I already own three Teslas. Now, how do I get my classic Jaguar electrified?’ ” says Hutchison. Components designed for easy assembly should enable a good car hobbyist to perform the conversion in just 40 to 50 hours, the company says. “We’re taking out all the brain work of having to be an expert in battery safety or electrical management,” Hutchison says. “You can treat it like a normal engine swap.” Toyota RAV4 Hybrid A redesigned hybrid system optimizes fuel economy Base price: $29,470 Photo: Toyota Introduction Chevrolet Corvette Stingray C8 Polestar 1 Hyundai Sonata Porsche Taycan Audi RS Q8 Mini Cooper SE Fiat 124 Spider Toyota RAV4 Hybrid Ford Escape Hybrid Aston Martin Vantage AMR The RAV4 is the best-selling vehicle in the United States that isn’t a pickup truck. What’s more, its hybrid offshoot is the most popular gas-electric SUV. No wonder: Forty-four percent of all hybrids sold in America in 2018 were Toyotas. And where many hybrids disappoint in real-world fuel economy, the RAV4 delivers. That’s why this Toyota, whose 2019 redesign came too late to make last year’s Top 10 list, is getting its due for 2020. My own tests show 41 miles per gallon (5.7 liters per 100 kilometers) in combined city and highway driving, 1 mpg better than the EPA rating. Up front, a four-cylinder, 131-kilowatt (176-horsepower) engine mates with an 88-kW (118-hp) electric motor. A 40-kW electric motor under the cargo hold drives the rear wheels. Altogether, you get a maximum 163 kW (219 hp) in all-wheel-drive operation, with no driveshaft linking the front and rear wheels. The slimmer, redesigned hybrid system adds only about 90 kilograms (about 200 pounds) and delivers a huge 8-mile-per-gallon gain over the previous model. Toyota’s new Predictive Efficient Drive collects data on its driver’s habits and combines that with GPS route and traffic info to optimize both battery use and charging. For example, it will use more electricity while climbing hills in expectation of recapturing that juice on the downhill side. And when the RAV4 is riding on that battery, it’s as blissfully quiet as a pure EV. Toyota’s Safety Sense gear is standard, including adaptive cruise control, lane-keeping assist, and automatic emergency braking. Next year will bring the first-ever plug-in hybrid version, which Toyota says will be the most powerful RAV4 yet. Ford Escape Hybrid This SUV has carlike efficiency Base price: US $29,450 Photo: Ford Introduction Chevrolet Corvette Stingray C8 Polestar 1 Hyundai Sonata Porsche Taycan Audi RS Q8 Mini Cooper SE Fiat 124 Spider Toyota RAV4 Hybrid Ford Escape Hybrid Aston Martin Vantage AMR Years ago, Americans began abandoning their cars for SUVs. So by now you might think those SUVs would be achieving carlike efficiencies. You’d be correct. Exhibit A: the new Ford Escape Hybrid, with its class-topping EPA rating of 5.7 liters per 100 kilometers (41 miles per gallon)in combined city and highway driving. That’s 1 mpg better than its formidable Top 10 competitor, the Toyota RAV4 Hybrid. Where the Toyota aims for a rugged-SUV look, the Ford wraps a softer, streamlined body around its own hybrid system. That includes a 2.5-L, four-cylinder Atkinson-cycle engine, and a pair of electric motor/generators for a 150-kilowatt (200 horsepower) total. A briefcase-size battery pack, about a third the size of the old Escape Hybrid’s, tucks below the front passenger seat. The Toyota’s rear electric motor drives the rear wheels independently and thus offers only an all-wheel-drive version. The Escape forges a mechanical connection to the rear wheels, allowing both all-wheel drive and front-wheel-drive versions. The latter is lighter and more efficient when you’re not dealing with snow, ice, off-roading, or some combination of the three. The 0-to-60-mph run is dispatched in a whisper-quiet 8.7 seconds, versus 7.5 seconds for the Toyota. The Ford fires back with powerful, smartly tuned hybrid brakes that have more stopping power than either the Toyota or the gasoline-only Escapes can manage. Tech features include a nifty automated self-parking function, evasive-steering assist, and wireless smartphone charging. A head-up display available on the Titanium—Ford’s first ever in North America—projects speed, navigation info, driver-assist status, and other data onto the windshield. FordPass Connect, a smartphone app, lets owners use a smartphone to lock, unlock, start, or locate their vehicle, and a standard 4G LTE Wi-Fi system links up to 10 mobile devices. A plug-in hybrid version will follow later this year with what Ford says will be a minimum 30 miles of usable all-electric range. All told, it’s a winning one-two punch of efficiency and technology in an SUV that starts below $30,000. Aston Martin Vantage AMR High tech empowers retro tech Base price: US $183,081 Photo: Aston Martin Best of Old and New: The AMR blends an actual manual transmission integrated into an adaptive power train and suspension Introduction Chevrolet Corvette Stingray C8 Polestar 1 Hyundai Sonata Porsche Taycan Audi RS Q8 Mini Cooper SE Fiat 124 Spider Toyota RAV4 Hybrid Ford Escape Hybrid Aston Martin Vantage AMR Take an Aston Martin Vantage, among the world’s most purely beautiful sports cars. Add a 375-kilowatt (503-horsepower) hand-assembled V8 from AMG, the performance arm of Mercedes-Benz. Assemble a team of engineers led by Matt Becker, Aston’s handling chief and the former maestro of Lotus’s chassis development. Does this sound like the recipe for the sports car of your dreams? Well, that dream goes over the top, with the manual transmission in the new Vantage AMR. Burbling away from Aston’s AMR Performance Centre, tucked along the Nürburgring Nordschleife circuit in Germany, I am soon happily pressing a clutch pedal and finessing the stick shift on the Autobahn. The next thing I know, the Aston is breezing past 300 kilometers per hour (or 186 miles per hour), which is not far off its official 195-mph top speed. That’s a 7-mph improvement over the automatic version. This stick shouts defiance in a world in which the Corvette C8, the Ferrari, the Lamborghini, and the Porsche 911 have sent their manual transmissions to the great scrapyard in the sky. But what’s impressive is how seamlessly the company has integrated this classic technology with the newest tech, including an adaptive power train and suspension. The AMR’s 1,500-kilogram (3,298-pound) curb weight is about 100 kg less than that of an automatic model. The seven-speed manual, a once-maddening unit from Italy’s Graziano, has been transformed. An all-new gearbox was out of the question: No supplier wanted to develop one for a sports car that will have just 200 copies produced this year. So Aston had to get creative with the existing setup. Technicians reworked shift cables and precisely chamfered the gears’ “fingers”—think of the rounded teeth inside a Swiss watch—for smoother, more-precise shifts. A dual-mass flywheel was fitted to the mighty Mercedes V8 to dampen resonance in the driveline so the gearbox doesn’t rattle. The standard Vantage’s peak torque has been lowered from 681 to 625 newton meters (from 502 to 461 pound-feet) to reduce stress on transmission gears. Aston also sweated the ideal placement of shifter and clutch pedal for the pilot. A dual-chamber clutch master cylinder, developed from a Formula One design, moves a high volume of transmission fluid quickly, but without an unreasonably heavy, thigh-killing clutch pedal. A selectable AM Shift Mode feature delivers modern, rev-matching downshifts, eliminating the need for human heel-and-toe maneuvers, with thrilling matched upshifts under full throttle. The Graziano still takes a bit of practice: Its funky “dogleg” first gear sits off to the left, away from the familiar H pattern of shift gates. Second gear is where you’d normally find first, third replaces second, and so on. The layout originated in old-school racing, the idea being that first gear was unneeded, unless you were rolling through the pit lane. The dogleg pattern allows easier shifting from second to third and back without having to slide the shifter sideways. Once acclimated, I can’t get enough: The shifter grants me precise control over the brawny V8, and the Aston’s every balletic move. More improbably, this sweet shifter on the AMR won’t become a footnote in Aston history: It will be an option on every Vantage in 2021. This article appears in the April 2020 print issue as “ 2020 Top 10 Tech Cars.” #Transportation/advanced-cars #Transportation

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dipulb3 · 4 years ago

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2020 Ford Mustang Shelby GT350 Heritage Edition first drive: Slick nod to the past

New Post has been published on https://appradab.com/2020-ford-mustang-shelby-gt350-heritage-edition-first-drive-slick-nod-to-the-past-3/

2020 Ford Mustang Shelby GT350 Heritage Edition first drive: Slick nod to the past

2020 Ford Mustang Shelby GT350 Heritage Edition: Steeped in history

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One last Voodoo dance

Ford’s 5.2-liter Voodoo V8 is a real sweetheart.

Jon Wong/Roadshow

The interior is standard Mustang stuff, with Ford’s Sync 3 infotainment tech onboard.

Jon Wong/Roadshow

Daily tolerance

Jon Wong/Roadshow

The highlight of the GT350 remains its raw but approachable performance personality.

We’ll really miss this one when it’s gone.

Jon Wong/Roadshow

Hard to say goodbye

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crazy4tank · 6 years ago

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2020 EcoBoost Mustang Gets An RS Power Boost From Ford Performance

New Post has been published on https://coolcarsnews.com/2019/04/15/2020-ecoboost-mustang-gets-an-rs-power-boost-from-ford-performance/

2020 EcoBoost Mustang Gets An RS Power Boost From Ford Performance

Just in time for the Mustang’s large double-nickel birthday this week, Ford introduced a new 2 . 3L High Performance Deal available on the 2020 Ford Mustang, which leans on the expertise associated with Ford Performance engineers and the abundant Mustang GT performance bits within the parts bin to create the “most powerful four-cylinder sports car offered by a north american automaker. ”

It’s not just the horsepower gains within the standard 2 . 3-liter EcoBoost, it is the broader torque curve… — Carl Widmann, Mustang Chief Professional

That energy is projected at 330 hp and 350 lb-ft of torque, that is 10 more horsepower than the regular EcoBoost 2 . 3-liter thanks the revised four-cylinder engine built only for the Mustangs. Five engineers started the development by swapping the Focus RS engine into a mule, and eventually traveled to Valencia, The country of spain, to develop this new engine. Inside 10 months, the package came to be.

The new color options for the 2020 Mustang include Grabber Lime, Well-known Silver, Red Hot Metallic Colored Clearcoat and Twister Orange. Those people equipped with the 2. 3L High Performance Package deal receive Magnetic Gray side decorative mirrors, a raised-blade rear spoiler as well as a metallic gray stripe.

“The Ford Performance Concentrate RS 2 . 3-liter engine is really a high-revving marvel, and anyone who is driven this EcoBoost engine immediately loves how quickly it reacts and delivers power, ” Carl Widmann, Mustang chief engineer, mentioned. “When our team got the chance to do this specially built engine in a Mustang, we immediately agreed, ‘We need to do this. ’”

The only real change towards the interior on 2 . 3L Top rated Package cars is the serialized splash plaque. The package is, nevertheless , available with both six-speed manual plus 10-speed auto transmissions.

Key to this new motor package is a die-cast alloy prevent and high-performance cylinder head. Engineers furthermore increased the turbocharger size simply by five percent courtesy of a larger 63-millimeter twin-scroll unit. In all cars pre-loaded with the 2. 3L High Performance Package speed up from 0-60 in the mid-4-second variety and run to a top speed associated with 155 mph, which is 10 with faster than the previous EcoBoost Functionality Package and a whopping 34 with faster than a base car.

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“It’s not just the gains in horsepower over the standard 2 . 3-liter EcoBoost, it’s the broader torque contour that delivers 90 percent associated with peak torque between 2, five hundred and 5, 300 rpm, that is 40 percent wider than the bottom EcoBoost engine, ” said Widmann. “Plus, horsepower holds stronger to the 6, 500-rpm redline – allowing more usable power and rpm for enthusiasts and weekend autocrossers to enjoy. ”

Several details help the EcoBoost second . 3L High Performance Package stand out from the bottom Mustang. It wears the front splitter and belly pan, and braking mechanism cooling ramps from the Mustang GRAND TOURING Performance Package, while a blacked out grille with tri-bar pony logo, and 2 . 3L High Performance Package deal side badges. Standard on the 2020 EcoBoost Mustang are these 19x9-inch machined-face aluminum wheels fitted along with 255/40R summer tires.

Of course , what good is certainly 143 horsepower per liter in case you can’t put it to use, and Ford technical engineers had that in mind when rotating out the package. Playing over the lighter EcoBoost Mustang’s 53/47 bodyweight distribution, they tuned up the suspension system to make this package shine between autocross cones. It receives framework bracing, stiffer sway bars, larger brakes, and larger wheels along with stickier tires (see sidebar).

Carrying an additional 10 hp over the standard 2 . 3-liter EcoBoost Mustang, the 2. 3L High Performance Deal wears its credentials on a serialized dash plaque and fender badges.

For increased corner carving abilities, you can increase a 2020 Mustang with the second . 3L High Performance Package by adding the optionally available EcoBoost Handling Package. It more sharpens this Mustang’s grip, braking system, and precision with better disc brake pads, an unique MagneRide damper calibration, the TORSEN limited-slip diff, and a heavier rear sway bar.

If this sounds like the car for you, anticipate the 2020 Ford Mustang along with 2 . 3L High Performance Package hitting dealer lots this fall.

2020 Mustang EcoBoost High-Performance Package Features

• 2 . 3L Top rated Package side badges

• 3. 55: 1 limited-slip rear axle

• 21. 7mm rear sway pub

• 32mm front side sway bar

• 63mm twin-scroll turbo compressor

• 19×9-inch machined-face aluminium wheels

• 255/40R summer tires

• Blacked-out grille with offset Mustang tri-bar pony emblem

• Ford Performance 2 . 3-liter EcoBoost engine

• Fully active quad-tip exhaust system using a signature tuned sound

• Larger radiator

• Magnetic Gray side decorative mirrors

• Metallic grey stripe crosses the hood

• Mustang GT thirteen. 9-inch front brakes with four-piston calipers

• Mustang GT Performance Package chassis plus aerodynamics hardware

• Mustang GT Performance Package front side splitter, belly pan, and braking system cooling ramps from the

• High-performance calibration

• Raised-blade rear spoiler

• Serialized dash back plate

• Strut tower system brace

EcoBoost Handling Package Option

• 19×9. 5-inch superior painted aluminum wheels with 265/40R Pirelli P Zero™ Corsa4 summer season tires

• 24mm solid rear sway bar

• Semi-metallic brake pads

• Specially calibrated MagneRide dampers

• TORSEN® 3. 55: 1 limited-slip back axle

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#2.3L High Performance Package #2020 Ford Mustang #2020 Ford Mustang EcoBoost #2020 Mustang High Performance Package #2020 Mustang options #2020 Mustang packages #2020 Mustang performance #55th Anniversary #EcoBoost #EcoBoost Handling Package #Ford #Ford Motor Company #Ford performance #handling #Mustang #News #Torsen limited #Tuned

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