Description:
The story follows below, but if you’re looking at this gorgeous car you know it by heart. With only 1,685 original miles, 100% ORIGINAL equipment, the original window sticker, all manuals and paperwork, PERFECT cosmetics and a five speed this is THE Bullitt to enjoy and pack away!
Steve McQueen and his Dark Highland Green ‘68 fastback made movie history in one dialogue-free 8-minute span with the car chase that all others are still measured against. The GT with its American Racing wheels was an instant hero thanks to the invasive white light of Hollywood, and its feats became 10 times life-size. That Ford hasn’t tried to capitalize on this past glory previously is somewhat surprising; the marketing department is rarely one to miss a tie-in. Waiting to make a vehicle worthy of the title shows admirable (and rare) restraint.
The bean-counters, on the other hand, must be choking: an extra $8,000 in content has been added for $3,695, putting a Bullitt Mustang at about $27,000 retail. Though linked to a decades-distant heritage, it is for insiders only—a rough-and-tumble, back-slapping, gotta-know-the-secret-handshake boy’s club. It’s every inch the boy racer, all hard and loud and tightly coiled and ready to go airborne through the streets of San Francisco at a moment’s notice. Take it from us: If you’re already thinking Mustang, spend the extra money.
To call Bullitt an appearance package is both unfair and incorrect. Under the hood, the 4.6L V8 has been treated to a new intake manifold and under drive pulleys, as well as dual 57mm throttle bodies (replacing the stock GT’s single 65mm unit and cribbed from the Lightning) for better low-end response. The exhaust has been tuned to give 20 percent better flow, as well to sound more like McQueen’s movie ride (though the original source for the sound remains apocryphal).
The results on paper are a little disappointing: It seems like a lot of work for an extra 5 hp and 3 lb-ft of torque over stock. The pulleys alone should have been able to fetch numbers like that. Still, Bullitt’s torque is far broader than regular GTs; the torque peaks 600 rpm earlier at 4,000, and low-end response has improved dramatically. We’ll have to run one on a dyno to be sure, but we suspect that Ford may be downplaying the power gain, probably to keep the insurance industry at bay, or maybe to keep hypersensitive 320hp Cobra owners from getting in a snit?
A TREMEC 3650 five-speed replaces the T45 and offers a 3.37 First gear as well as a more direct-feeling shifter; it single-handedly makes Bullitt a package that means business. The shift action on the T5s and T45s have always felt sloppy to our hands, but this one is a delight: direct, positive, and not nearly so awkward to push around. An 11-inch clutch and flywheel are part of the package, too.
The chassis has come in for a tweak as well. Six-hundred-pound springs replace the pillowy 450-pounders on standard GTs, and lower the car ¾-inch; 250-pounders replace the GT’s 210s in back. The sway bars are now tubular instead of solid, and are up to 28mm in front (up from 26.5) and down to 21mm in back (23mm on the GT) for more neutral cornering; Tokico shocks and struts with custom valving are also part of the program. Wheels and tires remain stock GT fare, though the Superior wheels have gray centers like McQueen’s Torq Thrusts; Mustang Chief Engineer Art Hyde claims that the inspiration for the Bullitt Mustang, beyond the movie, came from those wheels. Thirteen-inch Brembo rotors replace the stock 12-inchers, and PBR calipers have been painted red with a galloping steed laser-etched in for effect.
The mechanical mods sound fairly subtle in the scheme of things, but Bullitt begs you to chuck it any which way, giving you full confidence in your (and its) abilities to pull you through. Finally, a proper sporty-car ride returns to the GT after a long absence; the combination of pieces was enough to make my co-driver, Jim Smart at Mustangs & Fords, yelp for mercy as he threatened carsickness all over my lap. (I usually end up, quite unintentionally, breaking something on these little forays—I just didn’t expect it to be my riding partner.)
Outside, the stated goal was to make it look mean in your rearview mirror. To that end, the front fascia is fog lamp free, the chrome horse surround in the grille has been blacked out (though the pony remains; purists may want to remove it), no spoiler is available, and the rocker panels, side scoop, and C-pillar have all been altered with special pieces. Inside is treated to a smattering of chrome and aluminum bits, like the lock knobs, specific sill plates, an excellent aluminum shift knob, and the shift boot bezel. Of more use to drivers are the best set of factory seats we’ve felt in an SN95 Mustang, a set of aluminum pedals that have been adjusted to aid heel-and-toe driving, and a new gauge cluster that uses tall, skinny, ‘60s-style numbers around the speedo for a quasi-vintage look. The green interior, chosen to complement the exclusive Bullitt-only Dark Highland Green skin, had a tendency to look more gray than green in bright sunlight; we’re not sure if that’s a plus or not.
Attention collectors: There are two holographic serialization stickers on the Bullitt: One on the driver-side shock tower and a second in a spot that no one from Ford would reveal to us. This was done, would you believe, to prevent counterfeiting some 20 years down the line. This means that someone will now have to tear theirs apart to find the second sticker and broadcast it via the Internet, if only to spoil the surprise and let everyone know they’ve just disassembled a $27,000 car to look for a sticker.
Ford built just 6,500 units (a number more related to supplier constraints than anything else). Most (not all) are green; a few black and navy blue ones were available, presumably for those who like the idea of the extra performance but couldn’t give a hang about the legacy of the movie. We are told that there will be no more Bullitts built after this, but that other special Mustang programs are forthcoming in the years ahead. Many of the functional pieces will eventually will be available through the Ford Racing catalog, but many others will be available over-the-counter at your local dealer.
Frankly, every Mustang GT should feel like this one. Ignore, for a moment, the inevitable collectability factor. Low-down power felt significantly improved, even on the hilly San Francisco route that mirrored McQueen’s in the movie, and the shift action from the five speed is a joy in particular. Combine that with seats that welcome, rather than reject, your posterior, and you’ve got a Mustang that lives up to its legend.
Again, this car is day-one PERFECT. No scratches, chips, dings, dents, tears—nothing. The A/C blows ice cold and the car starts promptly on its original battery. Perfect! These cars were cool new and they’re one of the only modern Mustangs that have shown they’re holding their own as collectibles—grab this one!
Steve McQueen and his Dark Highland Green ‘68 fastback made movie history in one dialogue-free 8-minute span with the car chase that all others are still measured against. The GT with its American Racing wheels was an instant hero thanks to the invasive white light of Hollywood, and its feats became 10 times life-size. That Ford hasn’t tried to capitalize on this past glory previously is somewhat surprising; the marketing department is rarely one to miss a tie-in. Waiting to make a vehicle worthy of the title shows admirable (and rare) restraint.
The bean-counters, on the other hand, must be choking: an extra $8,000 in content has been added for $3,695, putting a Bullitt Mustang at about $27,000 retail. Though linked to a decades-distant heritage, it is for insiders only—a rough-and-tumble, back-slapping, gotta-know-the-secret-handshake boy’s club. It’s every inch the boy racer, all hard and loud and tightly coiled and ready to go airborne through the streets of San Francisco at a moment’s notice. Take it from us: If you’re already thinking Mustang, spend the extra money.
To call Bullitt an appearance package is both unfair and incorrect. Under the hood, the 4.6L V8 has been treated to a new intake manifold and under drive pulleys, as well as dual 57mm throttle bodies (replacing the stock GT’s single 65mm unit and cribbed from the Lightning) for better low-end response. The exhaust has been tuned to give 20 percent better flow, as well to sound more like McQueen’s movie ride (though the original source for the sound remains apocryphal).
The results on paper are a little disappointing: It seems like a lot of work for an extra 5 hp and 3 lb-ft of torque over stock. The pulleys alone should have been able to fetch numbers like that. Still, Bullitt’s torque is far broader than regular GTs; the torque peaks 600 rpm earlier at 4,000, and low-end response has improved dramatically. We’ll have to run one on a dyno to be sure, but we suspect that Ford may be downplaying the power gain, probably to keep the insurance industry at bay, or maybe to keep hypersensitive 320hp Cobra owners from getting in a snit?
A TREMEC 3650 five-speed replaces the T45 and offers a 3.37 First gear as well as a more direct-feeling shifter; it single-handedly makes Bullitt a package that means business. The shift action on the T5s and T45s have always felt sloppy to our hands, but this one is a delight: direct, positive, and not nearly so awkward to push around. An 11-inch clutch and flywheel are part of the package, too.
The chassis has come in for a tweak as well. Six-hundred-pound springs replace the pillowy 450-pounders on standard GTs, and lower the car ¾-inch; 250-pounders replace the GT’s 210s in back. The sway bars are now tubular instead of solid, and are up to 28mm in front (up from 26.5) and down to 21mm in back (23mm on the GT) for more neutral cornering; Tokico shocks and struts with custom valving are also part of the program. Wheels and tires remain stock GT fare, though the Superior wheels have gray centers like McQueen’s Torq Thrusts; Mustang Chief Engineer Art Hyde claims that the inspiration for the Bullitt Mustang, beyond the movie, came from those wheels. Thirteen-inch Brembo rotors replace the stock 12-inchers, and PBR calipers have been painted red with a galloping steed laser-etched in for effect.
The mechanical mods sound fairly subtle in the scheme of things, but Bullitt begs you to chuck it any which way, giving you full confidence in your (and its) abilities to pull you through. Finally, a proper sporty-car ride returns to the GT after a long absence; the combination of pieces was enough to make my co-driver, Jim Smart at Mustangs & Fords, yelp for mercy as he threatened carsickness all over my lap. (I usually end up, quite unintentionally, breaking something on these little forays—I just didn’t expect it to be my riding partner.)
Outside, the stated goal was to make it look mean in your rearview mirror. To that end, the front fascia is fog lamp free, the chrome horse surround in the grille has been blacked out (though the pony remains; purists may want to remove it), no spoiler is available, and the rocker panels, side scoop, and C-pillar have all been altered with special pieces. Inside is treated to a smattering of chrome and aluminum bits, like the lock knobs, specific sill plates, an excellent aluminum shift knob, and the shift boot bezel. Of more use to drivers are the best set of factory seats we’ve felt in an SN95 Mustang, a set of aluminum pedals that have been adjusted to aid heel-and-toe driving, and a new gauge cluster that uses tall, skinny, ‘60s-style numbers around the speedo for a quasi-vintage look. The green interior, chosen to complement the exclusive Bullitt-only Dark Highland Green skin, had a tendency to look more gray than green in bright sunlight; we’re not sure if that’s a plus or not.
Attention collectors: There are two holographic serialization stickers on the Bullitt: One on the driver-side shock tower and a second in a spot that no one from Ford would reveal to us. This was done, would you believe, to prevent counterfeiting some 20 years down the line. This means that someone will now have to tear theirs apart to find the second sticker and broadcast it via the Internet, if only to spoil the surprise and let everyone know they’ve just disassembled a $27,000 car to look for a sticker.
Ford built just 6,500 units (a number more related to supplier constraints than anything else). Most (not all) are green; a few black and navy blue ones were available, presumably for those who like the idea of the extra performance but couldn’t give a hang about the legacy of the movie. We are told that there will be no more Bullitts built after this, but that other special Mustang programs are forthcoming in the years ahead. Many of the functional pieces will eventually will be available through the Ford Racing catalog, but many others will be available over-the-counter at your local dealer.
Frankly, every Mustang GT should feel like this one. Ignore, for a moment, the inevitable collectability factor. Low-down power felt significantly improved, even on the hilly San Francisco route that mirrored McQueen’s in the movie, and the shift action from the five speed is a joy in particular. Combine that with seats that welcome, rather than reject, your posterior, and you’ve got a Mustang that lives up to its legend.
Again, this car is day-one PERFECT. No scratches, chips, dings, dents, tears—nothing. The A/C blows ice cold and the car starts promptly on its original battery. Perfect! These cars were cool new and they’re one of the only modern Mustangs that have shown they’re holding their own as collectibles—grab this one!
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