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post #1 of 15 (permalink) Old 10-02-04, 10:05 AM Thread Starter
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05 Mustang Reviews

Ford's new Mustang is oh so right

USA Today
By James R. Healey

The outside invokes the spirit of yesterday's Mustangs.

MOORPARK, Calif. — Flashing lights of a police cruiser threatened to ruin everything. But after a teasing, "Driver's license, please," the cop grinned and said never mind: "I just wanted to see the car."

The car, in this case, was a 2005 Ford Mustang GT. The police officer owned an old, muscle-car version called Boss, and he wanted to judge how Ford's full remake of its iconic sporty car would stack up against his vintage machine.

Everywhere the striking new Mustang went, it seemed, people had the same reaction. They wanted to see the car. Touch it. Look inside. Grin. Talk about it.

Understandable. Chief Mustang engineer Hau Thai-Tang (How Tie-Tang), 38, and his crew of 300 got it very right.

They were charged with dumping Mustang's aging platform that dated to the '70s and starting from scratch to remodel what might be the best-known Ford of modern times. (The Model T is probably the all-time recognition king.)

Mustang is the Ford with the most emotional appeal and is a key piece of Ford's identity. No small job, Vietnam-born Thai-Tang notes: "Chief engineer is a stand-and-deliver job at Ford. You get promoted or you get fired — well, reassigned where you can't do as much damage."

What his crew came up with is a car that resembles the striking 1967-69 Mustangs, inside and out, without copying them or repeating their failings. With one exception: The back seat in a Mustang always has been, and remains, a joke. It's useful only if short people sit in front, or it's things you want back there, not people.

Otherwise, wow. There hasn't been a new model in years that's hit the sweet spot the way the '05 Mustang does, especially the V-8-powered GT.

The 4.6-liter V-8 is rated 300 horsepower, a jump from 260 hp in the previous GT and nearly a match for the 310 hp in the high-performance '04 Mach 1.

The V-8 is a jolly beast at any speed. It trundles along easily in slow traffic. It whips briskly around slowpokes or up entrance ramps in the middle gears. And it howls wonderfully when floored, easily snatching the coupe up to speeds that would have made the officer far less benign.

The manual transmission's fat shift knob begs to be handled, encouraging a driver to find excuses to shift. The clutch engages easily, making smooth starts easy.

The whole setup, Ford says, is meant to "reward the expert driver, flatter the novice."

The steering feels well adjusted, providing a strong on-center feel, so the car goes straight down the road when that's what you want. And on the snaking Angeles Crest Highway outside Los Angeles, the same steering pointed the nose this way and that with ease and precision. Not a pure sports car in agility, perhaps, but close enough to erase any meaningful difference.

How remarkable that is. Thai-Tang's crew had to give up the independent rear suspension that was so ingeniously crafted as a way to improve handling and steering on the previous Mustang. The independent setup lets each rear wheel move separately, smoothing jolts and letting the steering stay true.

The Mustang almost wasn't foaled over the issue of rear suspension. "We couldn't make a profitable business case" because the complex independent rear suspension cost too much, Thai-Tang says. The team didn't want to return to a so-called solid or live rear axle, but, "It was a hard choice we knew we had to make. (CEO) Bill Ford is a Mustang fan, but he didn't cut us any slack" on profit margins.

The solid rear axle forces both rear wheels to jump when only one goes over a bump. In theory, that should cause a rougher ride and flighty steering. Nope. Lots of reengineering of spring and shock absorber location and clever design, sizing and placement of suspension components seem to have all but eliminated the ills associated with a solid rear axle, at least during vigorous driving on public roads.

Inside, crude enough in previous Mustangs that you didn't always want to be there, is a delight in the '05. The dashboard is sculpted in the manner of the '60s models. The gauges are, too. Key controls are classy-feeling mechanisms that are a welcome change from the rude devices used previously.

Seats are pleasant, and good seats aren't something all Fords have, so that's a nice surprise.

Roughly two-thirds of Mustang sales are V-6 models; about the same percentage have automatic transmissions. So it was necessary to pry tearfully loose from the GT V-8 manual and plop into the V-6 automatic car. And what a nice surprise. The 4-liter V-6, rated a credible 210 hp, replaces the 3.8-liter, 193 hp engine that never seemed right for a sporty car.

It feels reasonably peppy, sounds husky and is well mated to the sweet-shifting automatic. If you want the V-6 for its better fuel economy or lower price, not only will you not be heartbroken, you might even feel a vague warmth of mild satisfaction.

Iffy items:

• The GT's big lights in the grille won't please all eyes, though they evoke the look of the late-'60s high-performance Boss, Shelby and 390 Mustangs.

• The stupid radio has a menu button where the tuning knob ought to be.

• Fifth gear in the manual V-8 is a pretty tall overdrive ratio. That reduces engine speed on the highway, for quiet cruising and good fuel economy, but it means you almost always have to shift down a gear if you want to pick up speed, even moderately.

Gripes are few and small, though, and grins are many and broad. It's not often a car company gets one so very, very right, so much like the car it intended to make, as Ford has done with the '05 Mustang.

2005 Ford Mustang

• What is it? Full remake of the well-known, rear-wheel-drive, compact sporty car. Coupe has V-6 or V-8.

• How soon? On sale later this month. Convertible is planned early next year.

• How much? V-6 Deluxe model starts at $19,410 including destination charge. V-6 Premium is $19,995. GT Deluxe starts at $24,995. GT Premium is $26,330. Online car-shopping services predict prices at or slightly more than full sticker price initially, dropping to a few hundred less than sticker after the initial rush is over, probably next spring.

• How many? 150,000 or more annually.

• Who'll (want to) buy? Everybody who used to have one, and everybody who didn't.

• What's the drivetrain? Base model has 4-liter V-6, similar to what's in Explorer sport-utility vehicle and Ranger small pickup, rated 210 horsepower at 5,250 rpm, 240 pounds-feet of torque at 3,500 rpm. GT has 4.6-liter V-8 rated 300 hp at 5,750 rpm, 320 lbs.-ft. at 4,500 rpm. Five-speed manual transmission is standard on both models, five-speed automatic is optional.

• What's the rest? V-6 Deluxe comes with climate control; power steering, brakes, locks, mirrors, windows; AM/FM/CD stereo; tilt-adjustable steering column; cruise control; remote-control locks; rear-window defroster. V-6 Premium has leather upholstery; alloy wheels; high-power, MP3 compatible stereo with six-CD changer; power driver's seat. GT Deluxe has V-8 engine, anti-lock brakes, traction control, fog lights, single-CD player, cloth upholstery; GT Premium has leather upholstery, high-power stereo with six-CD changer.

Major options include side-impact air bags ($370), automatic transmission ($995), interior upgrade package ($450), Shaker 1000 super-high-power audio ($1,295).

• How big? Bigger than its predecessor and much bigger than the original 1960s Mustang, despite similar appearance. The '05 Mustang is 188 inches long, 73.9 inches wide, 55.4 inches tall on a 107.1-inch wheelbase. Ford says passenger space is 97.9 cubic feet. Trunk is listed as 13.1 cubic feet.

• How thirsty? V-6 is rated 19 miles per gallon in town, 28 mpg on the highway with manual, 19/25 with automatic. V-8 is rated 17/25 with manual, 18/23 with automatic. Regular fuel is specified. Trip computer in GT test car with manual transmission registered 14.1 mpg in spirited driving, mostly in town and on winding, two-lane roads.

• Overall: Two thumbs way up — but everything about it is new, so let others go first and find any bugs (and pay the big bucks that early buyers always do).

My first car was a 67 Mustang Coupe, 2nd one was a 67 Cougar XR-7, 3rd one was a 66 Mustang Coupe. Why did I get rid of these cars for ? I know why, because I'm stupid, stupid, stupid.

My next Ford.....
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Re: Ford's new Mustang is oh so right

Photo Gallery: Ford Mustang GT
At $25,000, a 300-bhp muscle car bargain.

Road & Track
By Jim Hall • Photos by Guy Spangenberg

Ford’s all-new Mustang might just be the best one to come along since the original made its debut back in the mid-1960s ― it is certainly the car that most resembles the first-generation model. And much like the original, the new Mustang offers an excellent blend of style and performance in a very affordable package ― a well-equipped car can be had for less than $20,000.

While the new Mustang comes standard with a new V-6 that’s much improved in the areas of refinement and power (210 horsepower), it’s the Mustang GT with its potent 300-horsepower that really gets our juices flowing. And, best of all, the Mustang GT costs all of $25,000.

Though this particular pony car never left us, the bargain-priced Mustang GT may make a stronger impression on the masses than any Mustang since the cars inception.

My first car was a 67 Mustang Coupe, 2nd one was a 67 Cougar XR-7, 3rd one was a 66 Mustang Coupe. Why did I get rid of these cars for ? I know why, because I'm stupid, stupid, stupid.

My next Ford.....
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Re: Ford's new Mustang is oh so right

Mane Street USA: The original Pony Car gallops into the 21st Century


BASE PRICE: $24,995
POWERTRAIN: 4.6-liter, 300-hp, 315-lb-ft V8; rwd, five-speed manual
CURB WEIGHT: 3483 pounds
0 TO 60 MPH: 5.5 seconds (est.)

The Mustang lives. After 40 years—25 of them with no big changes—the original pony car gets its long-awaited redo. No, the 2005 Mustang is not a perfect car. We’d change a few things if we could, and we’ll tell you exactly what. But we are thrilled the ’Stang is still kicking.

Why do we care so much? After all, there are plenty of cars to satisfy an enthusiast’s itch, from the M3 to the 350Z to the Boxster. Besides, we’ve survived for the last couple of years without a Camaro or Firebird. Surely a world without this American icon would be acceptable, no? Perhaps, but would you want to live in it?
Bloodlines count for a lot; they proffer a credibility earned only by the passing of time. And with the Mustang, its history is our history, we lovers of cars and the people behind them. Our wealth and wars, our booms and busts are writ in its sheetmetal. We won’t rehash it all for you here, but the talking points go something like: April 1964, Shelby, GT350, Mach 1, Bullitt, GT500, Cobra Jet, Boss, Cleveland, Trans-Am, Super Cobra Jet, Mustang II, Ghia, King Cobra, 5.0, SVO, Cobra, SVT, 4.6, Cobra R... Put together, that litany speaks to one lusty love affair. The rollout of the ’05 assures that affair will continue.

The new design is stunning in form and perfect in its interpretation and execution of Mustang-ness—and (surprisingly) not the caricature that are so many designs from the House of J. From the side, the long hood and rear deck, sloping fastback, protruding upper lip and scooped flanks—all hallmarks from the original edition that have survived over the years—look fresh in their 21st century interpretation. Even the shrunken-looking rear quarter-window mimics the vents found on the old fastback.

The rear end borrows the original’s taillight design with its vertical lenses in triplicate flanking a centrally placed round badge; the front end returns to a forward-leaning honeycombed grille design and wide-set trapezoidal headlights.

The story continues inside the car, where the four round vents and instrument cluster sit in line under dual squared-off dash hoods, a three-spoke steering wheel and a vintage Mustang hub-mounted emblem defining the driver’s side. We particularly like the instrument panel, its dual gauges rimmed in chrome. We can do without, however, the "industry’s first available color-configurable instrument cluster." Adjusting it takes far too long with too many pushes of the buttons. Perhaps we wouldn’t mind if it used a simple dial.

Pretty as it is, there’s not much of a power or performance story here. In a lot of ways the 2005 picks up right where the current car leaves off, only now there is more of it: The Mustang has grown in every dimension, with a few extra horses tossed in to more than offset the weight gain. Now on a 5.8-inch-longer wheelbase, overall length grows by 4.8 inches compared
with the 2004 model. It stands 2.3 inches taller, with a 0.8-inch-wider body carrying a 2.4-inch-wider track. All that extra sheetmetal translates into more heft at the curb, 61 pounds in the V6 (to 3351) and 136 in the GT (to 3483). Despite that, the GT’s power-to-weight improves to 11.61 pounds per horsepower vs. the current car’s 12.87.

The base car does get a new engine, an overhead-cam 4.0-liter V6 (replacing the 3.8-liter pushrodder) that puts out 17 more hp and 15 more lb-ft of torque, to 202 hp and 235 lb-ft. The GT, however, settles for the same 4.6-liter V8 it has had since 1996; new three-valve heads give the V8 40 extra horses and 18 lb-ft of torque, up to 300 hp and 315 lb-ft for 2005. A five-speed automatic replaces the four-speed box, while the GT uses the same manual tranny as the current car, a five-speed unit with almost identical gear ratios.

As much as we love the design, it looks like a plastic injected-molded toy with its silvery decals peeled off. The lines are all there, the proportions are right, but the front end needs some jewelry, as does the rear, perhaps a bit of brightwork or a paint detail. The flanks rely on one element, that faux scoop, for the entire statement. There’s nary a pinstripe in sight, and any chrome you see is relegated solely to badge duty. Message to Ford: Monochrome themes, like ovals, can be taken too far.

Inside, with so much right going on, we find it disappointing that Ford cheaped out on details. Rap just about any surface and you’ll bruise your knuckles; pull on the steering column stalks and you’ll fear that they’ll break. The door-mounted speaker covers won’t likely survive long, either: They’re positioned exactly where you want to push the door open with your foot. Most of the finishes do look acceptable—we’ve seen far worse graining, some in "better" cars. We’d suggest a little soft-touch material would go a long way, especially toward imparting a quality of craftsmanship and a respect for the owner’s hard-earned cash.

All of that we can deal with. What we can’t comprehend is Ford continuing to equip the first 21st century Mustang with a live rear axle. We understand that an independent rear suspension—like the one found on the most recent SVT Cobra—costs more to design and build. Somehow the competition, like the Pontiac GTO or even the Nissan 350Z, squeezed it into the price of admission. One explanation from Ford: A full 25 percent of Mustang owners customize their cars, and the solid rear allows for a much easier change-out of gears. Another: It makes for better drag strip performance. We don’t buy it.

On the track the Mustang definitely feels livelier than the outgoing model, with a satisfying throttle-driven rear-drive feel. And you can have a ton of fun at the track, as we did for a day at GingerMan Raceway in western Michigan. Steering is crisper than before, and the chassis was easy to set up into turns with a lift off the gas and quick flick of the wrist. There was plenty of power to pull us out of the final, hard right and back onto the long frontstraight. That improved power-to-weight definitely makes itself known at the top end. Braking deep into the first turn produced little drama, and set the car up nicely for the
90-degree left. Without benefit of an actual back-to-back run, the Mustang felt a bit sharper than the GTO, but it falls short of the robust performance of the 350Z.

Granted, at $19,410 the base Mustang is considerably less expensive than the Z car (at $27,030), but the $24,995 sticker for the GT warrants an independent rear. You know it’s coming on the Cobra, after all.

The Mustang comes with an acceptable standard-equipment list for its sticker. Among other things, V6 models, which account for 70 percent of Mustang sales, come equipped with air, power mirrors, doors and windows and an in-dash CD player. They also get four-wheel disc brakes—11.4-inch vented fronts and 11.8-inch rears—behind 215/65R-16 tires on aluminum wheels.

GTs get bigger brakes—dual-piston calipers on 12.4-inch vented discs in front, 11.8-inchers in back with four-channel ABS—as well as 235/55ZR-17 tires and a stainless-steel dual exhaust. Options include traction control, an interior upgrade package and a two-tone color scheme, side airbags and a better stereo system.

All told, the Mustang offers a handsome package wrapped in a historic nameplate, its provenance not dimmed by some of its shortcomings. With that, we’re set for another 40 years. And those tuners have a new starting point.

My first car was a 67 Mustang Coupe, 2nd one was a 67 Cougar XR-7, 3rd one was a 66 Mustang Coupe. Why did I get rid of these cars for ? I know why, because I'm stupid, stupid, stupid.

My next Ford.....
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Re: Ford's new Mustang is oh so right

Product Preview

Still feeling its oats

All-new Mustang recaptures spirit of seminal pony car

By Anita Lienert / Special to The Detroit News

The original pony car, right, which made its debut at the 1964-1965 World's Fair, converges with the all-new 2005 Mustang in Flushing, N.Y.

How Mustang measures up: '05 vs. '64

2005 Ford Mustang 1964 Ford Mustang
Wheelbase (in.) 107.1 108.0
Length (in.) 188.0 181.6
Width (in.) 73.9 68.0
Height (in.) 55.4 51.1
Curb Weight (lbs.) 3,351 2,449
Base Engine SOHC 4.0-L V-6 OHV 2.8-L I-6
Output (hp.) 210 101
Base price (est.) $19,410 $2,368
Source: Ford, Standard Catalog of American Cars

2005 Mustang

BATTLE CREEK -- Karen Kozik loved her two Ford Mustangs, an original 1964 model and a 1966 fastback, so much that long after she sold them, she wore the car keys on a chain around her neck.

She called them her "dog tags" and they served as a reminder of a happy youth in Detroit. To Kozik, the original Mustang sports car always stood for "power, fun and innovation." Besides, she felt cool behind the wheel and "picked up a lot of guys on Woodward with this car."

So when Kozik, now a 57-year-old Rochester resident and recruiting manager for UHY Advisors of Michigan Inc., spotted an all-new 2005 Mustang parked at a rest stop here on I-94, she hustled over to scrutinize the car and gauge whether it measured up to her memories.

"Fantastic," Kozik gushed, admiring the new Mustang's retro interior and clean lines that recall the 1967-68 'Stang. "It would get me to get rid of my SUV. This is probably more like the original Mustang than any of the other ones they've ever done."

Score a big one for Ford Motor Co.

The Dearborn manufacturer is throwing a lot of new product at consumers right now, including the Five Hundred sedan, Escape Hybrid sport-utility vehicle and Freestyle tall wagon.

But the true emotional hit of the year for the company is bound to be the new Flat Rock-built Mustang, a clever product calculated to push all the right buttons, especially with aging baby boomers.

The Mustang may not break a lot of ground in terms of design or technology, but for Kozik and other boomers , the Mustang appears to be better than Botox for recapturing youth, especially if that time was spent lusting after the "pony cars" of the Sixties.

"They caught the essence of the old car and that is so rare," said Bob Kazanowski, 58, a bar owner from Wolverine Lake Village and a member of the 2004 Detroit News Automotive Consumer Panel.

Kazanowski, the former owner of a white 1967 Bullitt edition Mustang, sampled a 2005 Mustang GT at a Ford consumer event on Belle Isle during the summer.

The '05 Mustang is on sale now, starting at $19,410 for the base V-6 model and $24,995 for the GT version with a V-8 engine. Prices include a $625 destination charge. A convertible version is due in the spring.

Most people of a certain age seem to have a Mustang story, including Larry Erickson, the 47-year-old Mustang chief designer.

"My dad had a used-car lot in northern California and I got to know the personalities of the muscle cars," Erickson said. "The old (Pontiac) Firebird had more bits of chrome while the Mustang was more down-to-earth and fundamental. In the redesign, it was important to study the original Mustang and get the proportions right."

We spent an hour walking around the new rear-wheel-drive Mustang at the GingerMan Raceway in South Haven, as Erickson, who owned a 1967 Mustang when he was 19, pointed out the 2005 model's highlights and explained the thinking behind the redesign.

Erickson said designers embraced the classic fastback profile and cleaned up the exterior, stripping off the hood scoop and side scoops that adorned the 2004 model.

"You put those things there when the basics aren't working," Erickson explained.

The new Mustang's design cues center on a long hood, which indicates "there's a lot of business under there," Erickson said, as well as a short deck, a forward-leaning grille, and a side window that is supposed to frame the driver.

The sportier GT version gets two fog lamps built into the grille to visually differentiate it from the V-6 model.

At the I-94 rest stop, James Farris, 37, a machine operator from Kalamazoo, marveled that the new Mustang "looked mean, even in baby blue."

"I'm not a Ford fan, but I would buy this," Farris said, who drives a 1995 GMC Yukon SUV.

The Mustang's interior is just as retro as the exterior, evoking powerful memories of the best of the old Mustang, a car that the Standard Catalog of American Cars describes as an "instant hit" when it debuted in April 1964.

The 2005 model's cabin is dominated by a three-spoke steering wheel with the old-style horse and tricolor-bars logo on the hub and square-arched "eyebrows" above the instrument panel.

The most outrageous option is the $175 Interior Color Accent Package, which pairs charcoal carpet with screaming red leather seats, red door inserts and red floor mats. A satin-aluminum trim package adds another $450 and lends a high-tech look to the cabin.

A color-configurable instrument cluster can be backlit in any of 125 colors at the touch of a button.

Unlike the redesigned Ford Thunderbird, which never quite had an interior that lived up to the promise of the retro exterior, the Mustang manages to be pleasing inside and out.

And what about the business under the hood that Erickson referred to? It doesn't disappoint either.

The 2005 Mustang V-6 is powered by a new SOHC 4.0-liter engine that replaces the old pushrod 3.8-liter engine in the 2004 model. It makes 210 horsepower and 240 pounds-feet of torque.

The '05 model is the first Mustang GT to break into the 300-horsepower arena in more than 35 years, according to the company, with a modified 4.6-liter V-8 that also delivers 320 pounds-feet of torque. The engines are paired with a standard five-speed manual or a $995 five-speed automatic transmission.

Expect to get 20 miles per gallon in city driving with the base V-6 Mustang and 29 mpg in highway driving.

Initial criticisms of the new Mustang are few.

While Mustang engineers say they reduced the clutch effort on the manual transmission to make it easier for women, they made the decision to skip adjustable pedals to keep costs down.

Side air bags for front-seat occupants are a $370 option, but there is no air-bag coverage for rear-seat passengers, a distressing oversight. Antilock brakes and traction control are standard on the GT, but $775 on the base model. And you can't get stability control on the Mustang, which could pose a real problem on wet and icy roads, especially for a rear-wheel-drive performance car with a 300-horsepower V-8.

Ford has taken some heat internally and outside the company over the decision to use a solid rear axle in place of a fully independent rear suspension, like the one on the Thunderbird. That decision permitted Ford to save development and tooling costs on the new car.

Critics say an independent rear suspension provides better handling control and ride comfort than a solid rear axle.

Mustang chief engineer Hau Thai-Tang counters that the car's solid rear axle has been tweaked to deliver "improved steering and handling without having to trade off ride comfort."

The fact that the Mustang has a solid rear axle bothered me less than other things like a too-loud engine at highway speeds and noticeable wind noise. I also had trouble parking because you can't tell where the end of the nose is pointing or where the back of the tail is because of the way the edges fall off. Another gripe was lots of glare reflecting off the rear spoiler and into the cabin in bright sunlight.

None of those things are deal-breakers, however.

Even weeks after she saw the Mustang at the I-94 rest stop, Kozik was still raving about it, e-mailing me a photo of her first Mustang parked in front of her mom's house in Oak Park. She described the encounter with the new Mustang as a "blast that brought back a flood of memories."

"All of my friends say the same thing," she wrote. "We want cars that are cool and have power (and have some safety features wrapped in, of course. We're so done with the minivan thing!"

My first car was a 67 Mustang Coupe, 2nd one was a 67 Cougar XR-7, 3rd one was a 66 Mustang Coupe. Why did I get rid of these cars for ? I know why, because I'm stupid, stupid, stupid.

My next Ford.....
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Re: Ford's new Mustang is oh so right

Remade Mustang GT dazzles

Sports car looks cool, is really fun to drive

By Paul & Anita Lienert / Special to The Detroit News

2005 Ford Mustang GT

Mustang.Like Corvette, it's one of the few instantly recognizable automotive names that doesn't need a manufacturer or brand to help identify it.

For model year 2005, Ford Motor Co. has extensively redesigned its iconic pony car, whose roots date back more than 40 years. The latest edition of the Mustang GT packs plenty of muscle, and is surprisingly affordable.

Our test car, with a few options, had a sticker price of $27,200.

She: Everybody our age has a Mustang story. When I was growing up on Archdale in northwest Detroit, the coolest girl on my block was Cathy, a cheerleader and member of the homecoming court at Cooley High School. Her boyfriend Fred had a red Mustang with a black top, and all the girls on my street would jealously watch when the two of them went out on dates. The Mustang is the first car I remember coveting even to just to be a passenger in. And now, after driving the 2005 Mustang in Michigan and California, I'm happy to report it's the only car that's ever made me feel like a homecoming queen. So it automatically earns five stars.

He: You are so pathetic. Speaking of pathos, my Mustang story is even worse. I actually drove across the country with two buddies in a 1966 Mustang. It was so cramped in the back seat, we used to flip a coin each night and the loser had to sleep in the back. When we got out to California, I finally gave up and slept under the car one night. The new '05 Mustang, even though it has an equally miniscule rear seat, actually triggered some fond memories of the old days. It is really a brilliant recreation of the second-generation Mustang from 1967-68, and for that I give Ford four stars. Still, I couldn't recommend this car, even to former Mustang owners, without a lot of caveats.

She: Yeah, this is probably the only car I've given our highest rating, complete with a long list of dislikes. My question to Ford: Did you really think cash-flush baby boomers wouldn't shell out extra money for rear-seat air bags, adjustable pedals or stability control? I don't have grandkids yet, but I would sure hesitate to put them in the back seat of a Mustang without air bag protection. And believe me, boomers are the ones who are going to buy this car. We talked to a number of consumers under 25. They don't get it.

He: On the other hand, I do care, and not just because I have those precious teenage memories. The 2005 Mustang GT looks cool, inside and out, and it's fun to drive, with a 300-horsepower 4.6-liter V-8 and a standard Tremec five-speed gearbox. The new chassis, which was derived from the Thunderbird chassis, is a marked improvement from the tired old platform that dated back to the 1979 model, but it's a far cry from world class. During the development process, Ford actually threw out the Thunderbird's independent rear suspension and went back to a solid rear axle, mainly to cut costs. I'm sure plenty of former Mustang owners could care less about a detail like that, but we noticed that the ride on the new model feels harsh and bouncy the minute you set foot on even mildly rough pavement. On the other hand, Ford, to its credit, managed to keep the Mustang's price within reach of many potential buyers.

She: I gave the car five stars because I love the looks of the exterior and the interior. Ford designers did a fantastic job of capturing the best elements of the classic Sixties Mustangs. I love the linear look of the instrument panel, which is a striking change from the curvy dashboards we're so used to seeing on most cars today. It's a refreshing departure and bound to be a conversation starter for you and your passengers, presuming you can stuff anybody our age in the rear seat. I rode in the Mustang with two other people, and the knees of the rear-seat passengers were always bumping up against the backs of the front seats.

He: I still have a number of complaints, ranging from the car's wide turning circle to problems with rear visibility. The most serious misgiving I have, however, concerns the typically short shelf life and steep sales curve on retro-style cars of this ilk. In other words, the 2005 Mustang looks cool this fall, but will it still have legs come 2006 and 2007?

2005 Mustang GT
Type: Front-engine, rear-wheel drive, four-passenger hatchback coupe.
Price: Base, $24,995 (inc. $625 destination charge); as tested, $27,200.
Engine: 4.6-liter V-8; 300-hp; 320 lb-ft torque.
EPA fuel economy: 17 mpg city/25 mpg highway.
Where built: Flat Rock

Key competitors: Acura RSX Type S, Audi TT, BMW 325Ci, Chevrolet Monte Carlo, Chrysler Crossfire, Dodge Stratus R/T, Honda Accord EX, Hyundai Tiburon, Infiniti G35, Mazda RX8, Mercedes-Benz C230, Mini Cooper S, Mitsubishi Eclipse, Nissan 350Z, Pontiac GTO, Saturn Ion Red Line, Toyota Camry Solara, Toyota Celica GT, Volkswagen Golf GTI, Volkswagen New Beetle Turbo

12-month insurance cost, estimated by AAA Michigan: $1,492 (Rates may be higher or lower, depending on coverage and driving record.)?

Rating system: 1 being the lowest, 5 being the highest.

Anita's rating:5
Likes: Great car with a story and a history. Ford nailed the design. Interior looks fabulous, with a linear instrument panel. Split rear seat folds flat. Phenomenal exterior colors.

Dislikes: No side air bags for rear passengers. Lacks adjustable pedals. No room in rear seats for adults or larger children. No lighted vanity mirrors. Problems with rear visibility. Too much tire, engine and exhaust noise at higher speeds. Passenger seat needs height work - felt like I was sitting in a hole.

Paul's rating:4
Likes: Brilliant recreation of the second-generation 1967 Mustang Crisp. Smooth shifts from Tremec 5-speed gearbox. Pretty peppy twin-cam V-8 under the hood. Affordable price for a classic Detroit muscle car. Could easily recommend to former Mustang owners, but only with lots of caveats.

Dislikes: Lack of stability control is a serious oversight on a RWD performance car. Felt excessive heat coming up through transmission tunnel on prototype.

My first car was a 67 Mustang Coupe, 2nd one was a 67 Cougar XR-7, 3rd one was a 66 Mustang Coupe. Why did I get rid of these cars for ? I know why, because I'm stupid, stupid, stupid.

My next Ford.....
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Re: Ford's new Mustang is oh so right


MODEL: 2005 Ford Mustang GT
ENGINE: 4.6-liter V8
HORSEPOWER/TORQUE: 300 hp @ 5,750 rpm/320 lb-ft @ 4,500 rpm
TRANSMISSION: 5-speed manual
FUEL ECONOMY: 17 mpg city/25 mpg highway
WHEELBASE: 107.1 in.
LENGTH/WIDTH/HEIGHT: 188.0 x 73.9 x 55.4 in.
TIRES: P235/55ZR17
BASE PRICE/STICKER: $24,995 (base)

Few cars can qualify these days as true icons. There is the Corvette and, well, the only other one is the Ford Mustang. Ford is so sure of the iconic nature of its pony car that the 2005 version carries no name on it. Sure, there's the prancing pony in the grille, but unless you order a "Mustang" decal for the rocker panels, there is no name on the car. Of course, when we drove the new Mustang anywhere, people recognized it for what it was. And in general, people liked the redesign. One SUV driver even told us to congratulate Ford for keeping the iconic nature of the car.

The design of the new car holds true both to the original and to the 1994 redesign. For a while, Mustangs were trending toward just another compact car. The 1994 redesign changed that, but there was a lot of that trend even in 2004 with the V6-powered, automatic transmissioned version. But at least the `04 car looked like a Mustang; the `93 looked like any other compact coupe. The new Mustang is more than just design. It is available in two versions as before. There's the V6-powered Mustang with a 4.0-liter V6 delivering a relatively low 210 hp. Then there's the V8-powered car we drove, with 300 horses (Mustangs?) under the hood and a five-speed manual gearbox. It would have been nice to have had a six-speed shifter, but only the five-speed is available. Rev the engine and pop the clutch and the Mustang leaps away from stop signs and traffic lights. But the true character of the car can best be shown on winding mountain roads, and Ford chose the mountains and canyons north of Los Angeles to demonstrate the Mustang's prowess. Despite a fairly conservative MacPherson strut front suspension and a relatively archaic solid rear axle with a three-link suspension, the Mustang is extremely well-balanced under hard driving. During one 10-mile stretch, we were in tandem with a Corvette. I hesitate to say we were racing, because we weren't, but we were both having a ton of fun driving at about eight-tenths of our abilities. Our fun came to a halt when we came upon another `05 Mustang that was stuck behind a Toyota Corolla that wouldn't move over. When we finally separated from the Corvette, we gave each other a friendly wave to say it had been fun.

During that run, and during runs that followed, the Mustang showed that is capable of dealing with hard and fast corners without the harshness you often find in good sporty cars.

The interior design is also true to the car's heritage. The steering wheel is pure 1965, and the instruments are set in deep nacelles, much like the original. Of course, today's car has as original equipment a tachometer, which was only available as part of a "Rallye Pack" from your dealer. It's a much more sporty dash design than in the `04 version, even the Cobra.

We also had a chance to drive an `04 Cobra Mustang recently, and it pales compared to the `05 GT. Sure, the Cobra has about 50 more horsepower and a six-speed gearbox. But the shifter is almost under the dash and is difficult to use. The suspension is rock hard and isn't compliant. With a more civilized `05 GT, I believe overall street performance is equivalent or better than the Cobra. The Cobra DID sound better, though.

I wasn't overly thrilled with the ribbed aluminum background to the dash, but compared to the plastic version in the `04, it's a great improvement. It's a little "techier" than the `04 and in that sense it's better.

You don't buy a Mustang because you want to carry rear-seat passengers a long way. That's good, because rear-seat room is minimal. It's a lot better than some sports cars we've driven that claim to be 2+2s, but still not ideal for long trips. I think the rear seat in my `65 was better. I was impressed by the interest the new Mustang generated. People stopped us on the initial test ride, and people stopped me back home when they learned I had driven it and wanted to know all about it. This is the sign of a true icon.

© 2005 The Auto Page Syndicate

My first car was a 67 Mustang Coupe, 2nd one was a 67 Cougar XR-7, 3rd one was a 66 Mustang Coupe. Why did I get rid of these cars for ? I know why, because I'm stupid, stupid, stupid.

My next Ford.....
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post #7 of 15 (permalink) Old 10-13-04, 08:40 PM Thread Starter
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Re: Ford's new Mustang is oh so right

Ford Mustang

Looks like Bullitt is back.


The first Mustang, introduced on April 17, 1964, was a Falcon-based four-seater that was not dubbed a sports coupe or GT but rather a "personal car." Purists of the day hooted at the base model's engine, a feeble 101-hp inline six-cylinder. They also scoffed at its Euro-style pretensions—bucket seats, a long hood, a short rear deck. But for Ford, it was an enormous blast out of the park in the exploding market known as "baby boomers." In one year, Ford sold 418,812 Mustangs. It remains the only car ever to simultaneously grace the covers of both Time and Newsweek.

It's not likely that this new 2005 Mustang will equal the dramatics of that record, but the car is nonetheless attracting huge attention. This is the first mechanically and stylistically all-new Mustang since 1980, and it inherits the mantle of the longest-lived and most successful machine of its class. Despite the Mustang's advanced age in 2003, Ford still sold more than 140,000 of them. Meanwhile, the Chevy Camaro, the Pontiac Firebird, the Mercury Cougar, the Plymouth Barracuda, and the Dodge Challenger are all occupants—at least for the time being—of Detroit's junkyard.

What awaits tens of thousands of enthusiasts is a machine that not only captures the aura of the early Mustangs but also seems capable of kicking its way out of the stable and bucking into an entirely new market segment.

Consider a densely packed four-passenger coupe offering an entry-level 210-hp, 4.0-liter SOHC 60-degree V-6 with a five-speed automatic or manual for less than $20,000. Or a GT version with a 300-hp, 4.6-liter, 24-valve SOHC 90-degree V-8, also with a five-speed automatic or manual, for less than $25,000. If these price points can be achieved, the 2005 Mustang will go unchallenged by any rival, domestic or foreign. (One can imagine designers at GM and DaimlerChrysler furiously scribbling concepts of new Barracudas, Challengers, Camaros, and Firebirds to match it.)

The Mustang is part of a substantial number of new models being introduced by Ford in the coming year, including the Five Hundred and Mercury Montego sedans, a reskinned Focus, the Freestyle and freshened Escape SUVs, as well as the limited-production Ford GT.

The Mustang will be built on a highly modified version of the company's D2C platform that carries the Lincoln LS and Jaguar S-type sedans, a structure offering anvil-like rigidity to the Mustang chassis.

One of the major changes to this platform is in the suspension. Instead of the front control arms and rear multilink setup used in the platform's bucks-up cars, the Mustang gets a simpler strut-front and three-link coil-over solid-axle rear suspension with a Panhard rod. Vented disc brakes are retained at all four wheels. If the layout seems primitive, the overall execution seems first-rate, with optimized geometry, rigid suspension pickup points, and the latest design practice.

The styling of the coupe, with its wide, forward-leaning grille, small quarter-windows, and fastback roofline, is powerfully retro, with images fried into one's brain of the Mustang Steve McQueen drove in Bullitt and the Bud Moore-Parnelli Jones -George Follmer Trans-Am cars. Despite an increase of 5.8 inches in the wheelbase to 107.1 and an overall length of 187.6 inches (4.4 inches longer), the bodywork is so neatly integrated that the package transmits an impression of understated modest size. Although the GT sports a small rear wing, the look is otherwise accomplished without the addition of cornball scoops, ground-effects skirts, spoilers, and decal pasting.

The retro look carries over into the Mustang's interior with a full-width, brushed-aluminum instrument panel; two big round instrument clusters; and a three-spoke steering wheel that recalls the spare, airbag-free wheels from 40 years ago. One modern element is a unique "color configurable instrument cluster." With the touch of a button, 125 different hues for the speedometer and other gauges can be created. This, according to Ford types, speaks to the growing desire of customers to "personalize" their automobiles. How this urge will be met by psychedelic instrument displays has yet to be confirmed.

Our first exposure to the car came during a 140-mile drive to GingerMan Raceway in western Michigan. On a combination of back roads and I-94, the 2005 Mustang GT felt rock-solid and rattle-free. Wind and road noise were both moderate, although the V-8 engine delivers a satisfying rap when you bury the throttle and wind toward the 6000-rpm redline.

The Mustang GT's ride motions felt firm and controlled, just as one expects from a performance machine with 300 horsepower. But there's enough compliance in the suspension that not even sharp-edged bumps can cause harsh crashes or bangs. Steering feel on the highway is excellent, with a combination of great stability and a natural effort increase as you wind into corners.

For a car that appears as tidy as if it were shrink-wrapped, there's plenty of room in the front seats, with an excellent driving position. One major improvement is the new shifter that not only neatly controls the rugged Tremec 3650 transmission but is also located about six inches astern of the old one, eliminating the need for the kinked shift lever. The rear seat remains tight for adults, with the heads of six-footers touching the rear glass, but rear legroom is a bit improved compared with the outgoing model.

Although it took some time for the original Mustang to find its legs in terms of performance, this latest version is ready for battle. Hot laps at the short, tight GingerMan circuit were comfortable, with minimal body roll, accurate steering, secure and linear braking action, and none of the cowl shake and rattles that cursed its predecessor. Both the base V-6 and the V-8 GT lapped GingerMan in the 7/10ths-to-8/10ths speed ranges with little effort.

As we pressed harder, we found that the car is calibrated with a fair amount of understeer, which becomes pronounced if you try to brake late as you turn into a corner. The Mustang is happier with a more conservative entry and will gladly accept plenty of power coming out of a corner while holding an accurate line and solidly planting its rear tires.

Under hard acceleration, the V-8 offers a lusty rumble—the result of a dual exhaust system with large pipes (2.5 inches in diameter) and some proprietary work by Ford engineers that produces muscular sound within noise limits. But stomping on the V-6 betrays its ancient architecture (we recall that this engine dates back to the 1964 pushrod 2.0-liter V-6 from Cologne, Germany), resulting in the customary tinny note endemic to all such engines.

Although we had no opportunity to conduct instrumented performance testing, we can guesstimate the capabilities of the new Mustang. With 300 horsepower packed into the 3450-pound manual-gearbox GT model, 0-to-60 should easily arrive in less than six seconds, and with a standard final-drive ratio of 3.55:1 and a power peak of 5750 rpm, the GT could clear 160 mph—but Ford has slapped on a 143-mph speed governor. We'll confirm all these numbers in future examinations of both the V-8 and more-tepid V-6 models.

To keep costs under control, initial plans to offer the Mustang with an independent rear suspension were shelved after much internal debate. But an independent rear suspension is expected to arrive next year with the pricier SVT model, along with more power from Ford's all-aluminum modular V-8. It remains to be seen whether that power will come from additional displacement—the truck version of this engine has 5.4 liters—or a supercharger as on the most recent SVT Cobra.

Also coming in the near future is a convertible model, which will be popular with the growing female audience—now more than 50 percent—that has for 40 years been a factor in Mustang sales strategies.

With sales of more than eight million units over the Mustang's 40-year history, the car has a legion of loyal owners and collectors. By combining classical elements of the most popular and successful Mustangs of the past with a fundamentally solid, all-American layout, we predict Ford has a winner on its hands.

Vehicle type: front-engine, rear-wheel-drive, 4-passenger, 2-door coupe

Estimated base price: base, $20,000; GT, $25,000

Major standard accessories: power windows and locks; remote locking; A/C; cruise control; tilting steering wheel; rear defroster

Sound system: Ford AM-FM radio/CD player, 4 speakers

Type: V-6, iron block and aluminum heads
Bore x stroke: 3.95 x 3.32 in, 100.4 x 84.4mm
Displacement: 245 cu in, 4009cc
Compression ratio 9.7:1
Fuel-delivery system: port injection
Valve gear: chain-driven single overhead cams, 2 valves
per cylinder, hydraulic lifters
Power (SAE net) : 210 bhp @ 5250 rpm
Torque (SAE net): 240 lb-ft @ 3500 rpm
Redline: 6100 rpm

Type: V-8, aluminum block and heads
Bore x stroke: 3.55 x 3.54 in, 90.2 x 90.0mm
Displacement: 281 cu in, 4601cc
Compression ratio: 9.8:1
Fuel-delivery system: port injection
Valve gear: chain-driven single overhead cams, 3 valves
per cylinder, hydraulic lifters,
variable intake- and exhaust-valve timing
Power (SAE net): 300 bhp @ 5750 rpm
Torque (SAE net): 320 lb-ft @ 4500 rpm
Redline: 6000 rpm

Transmissions: 5-speed manual, 5-speed automatic
Final-drive ratios: base, 3.31:1; GT, 3.31:1-3.55:1

Wheelbase: 107.1 in
Track, front/rear: 62.8/63.0 in
Length/width/height: 187.6/73.9/54.5 in
Ground clearance: 5.7-5.8 in
Curb weight: 3300-3500 lb
Weight distribution, F/R: 53.0/47.0%
Fuel capacity: 16.0 gal

Type: unit construction
Body material: welded steel stampings

SAE volume, front seat: 53 cu ft
rear seat: 33 cu ft
luggage: 13 cu ft
Front-seat adjustments: fore-and-aft, seatback angle,
height (opt); driver only: lumbar support
Restraint systems, front: manual 3-point belts, driver and
passenger front and side airbags
rear: manual 3-point belts

Front: ind, strut located by a control arm, coil springs,
anti-roll bar
Rear: rigid axle located by 3 trailing links and a Panhard rod;
coil springs; GT only: anti-roll bar

Type: rack-and-pinion with hydraulic power assist
Steering ratio: 15.7:1
Turns lock-to-lock: 2.8-3.1
Turning circle curb-to-curb: 36.0 ft

Type: hydraulic with vacuum power assist and
anti-lock control
Front : 11.5-12.4 x 1.2-in vented disc
Rear : 11.8 x 0.7-in vented disc

Wheel size: base, 7.0 x 16 in; GT, 8.0 x 17 in
Wheel type: cast aluminum
Tires: base, BFGoodrich Traction T/A, P215/65R-16;
GT, Pirelli P Zero Nero, P235/55R-17

Zero to 60 mph (C/D est): 5.4-7.5 sec
Standing 1/4-mile (C/D est): 14.0-15.5 sec
Top speed (governor limited, mfr's est): 112-143 mph

EPA city driving: 18-20 mpg
EPA highway driving: 24-29 mpg

My first car was a 67 Mustang Coupe, 2nd one was a 67 Cougar XR-7, 3rd one was a 66 Mustang Coupe. Why did I get rid of these cars for ? I know why, because I'm stupid, stupid, stupid.

My next Ford.....
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post #8 of 15 (permalink) Old 10-13-04, 09:34 PM
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Re: Ford's new Mustang is oh so right

looks great to me, too bad we wont see it in sydney

id love one


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biggrin Re: Ford's new Mustang is oh so right

I really, really, want one!!

I wonder how much they would charge to custom build one RHD for direct import to Aus..
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Re: Ford's new Mustang is oh so right

Mustang sallies forth with retro look

Chicago Sun-Times

The first entirely all-new Mustang since 1979 has the flair and captures the aura of the original 1965 Mustang, which outlasted major rivals such as the Chevrolet Camaro and Pontiac Firebird.

The Mustang long has had broad appeal, with some 140,000 produced during the past few years despite its old design. Ford naturally has high hopes for the 2005 version. The automaker has received more than 250,000 inquiries about the new model, Ford spokeswoman Becky Bach said.

My test 2005 Mustang drew lots of questions, partly because many people have owned new or used Mustangs -- or know someone who did. It's one of America's most iconic cars.

The first Ford Mustang was based on the solid, economy Ford Falcon model, which let its base price be very affordable. It was offered in several slick, European-style body styles with a long hood and short rear deck.

The Mustang had no direct rivals and was offered with different engines and transmissions -- along with numerous accessories, which let buyers "customize'' their cars and allowed Ford to make lots of extra money on each car.

The original Mustang was a sensation, hitting the market at the right time to attract both a big new wave of young drivers and older ones looking for something new, practical and sporty. It was the only car to simultaneously be on the covers of Time and Newsweek magazines, and hundreds of thousands were sold.

The Mustang became larger, more powerful and slicker from 1967 to 1970. Ford, which has had mixed success with "retro-styled'' cars, such as the current Ford Thunderbird two-seater, did a masterful job making the 2005 model look much like the 1967-1970 Mustang, with such items as a forward-leaning grille and fastback roofline. The new model has rear-wheel drive, like all Mustangs ever built.

The small rear quarter windows are reminiscent of those in the competition-oriented 1960s Shelby Mustang and minimize bad rear blind spots. (The regular Mustang had rear quarter louvers). There are the same standard Mustang "C-scoops'' in the sides, three-element taillights and a galloping horse badge in the center of the grille.

The new car gains 5.8 inches in wheelbase and 4.4 inches in overall length, compared with the 1999-2004 generation Mustang, although it isn't much heavier at 3,300-3,500 pounds.

However, the rear seat area still is best suited to children and is difficult to enter or leave -- as has been the case with all Mustangs. The new car's width is virtually the same at 73.9 inches, although it's 1.4 inches higher

A new chassis replaces a 1979 chassis, which is ancient by today's standards. However, the new car retains a solid rear axle instead of a sophisticated independent rear suspension, which would have enhanced the car's ride and handling, but also its cost. However, the new three-link rear suspension provides precise control of the rear axle and thus helps deliver good ride and sharp handling.

The Mustang is built on a modified version of a Ford Motor platform used by the Jaguar S-Type and European-style Lincoln LS. The rigid platform is a big improvement over the current platform and helps allow ride and handling the old platform just couldn't provide. It also makes the car feel very solid and rattle-free.

You can get the new Mustang with a 4-liter, 210-horsepower overhead-camshaft V-6 in a Deluxe trim level for $18,785 and in a Premium level for $19,370. The Deluxe version is fairly well equipped with such items as air conditioning, AM/FM/CD, split-folding rear seat and power windows, mirrors and locks. The Premium version adds such items as a power driver's seat, improved audio system and leather seats.

A slick five-speed manual gearbox is standard, and a five-speed automatic transmission (vs. the old four-speed unit) costs $995 and is a Mustang "first.''

That means you can get a fairly powerful new Mustang with an automatic for less than a $20,000 sticker price in Deluxe trim -- and the Premium version for not much more.

Ford expects that some 65 percent of buyers of the new Mustang will order the smoother V-6, which has more punch than the previous 3.8-liter, 193-horsepower V-6.

But the V-8 GT version is tempting. It has a 4.6-liter V-8 producing a rousing 300 horsepower (up from the old GT's 260 rating) and also comes in Deluxe and Premium versions.

The Deluxe GT adds anti-lock brakes and a traction control system, which are a $775 option for the V-6 versions. The GT also has larger 17-inch (vs. 16-inch) wheels with performance tires. Also added are front fog lamps in the grille, special halogen headlights and a rear spoiler.

The GT Premium adds items including an even better sound systems, with a six-disc CD player, and Aberdeen leather-trimmed embossed sport bucket seats up front.

Estimated fuel economy with the V-6 is 19 mpg in the city and 28 on the highway with the manual gearbox and 19 and 25 with the automatic. The thirstier V-8 provides 17 and 25 with the stick shift and 18 and 23 with the automatic.

Safety options include $370 front side air bags that cover the torso and head.

I tested the GT with a manual transmission. Although powerful and responsive, the V-8 calls for high revs to deliver good power and torque because it isn't especially large at 4.6 liters. The gearshift works well and is hooked to a long-throw, springy-feeling clutch that provides easy engagement for smooth starts.

The steering is fast and has good on-center position and road feel. The flat three-spoke steering wheel with the 1967 Mustang horse and tri-color bars logo is reminiscent of air-bag-free wheels in late 1960s Mustangs. The all-disc brakes provide short stopping distances and work with an easily modulated pedal.

The retro look is also found in the quiet interior, with two big round gauges with large numbers reminiscent of those in 1960s Mustang gauges. However, the gauges are almost too deeply recessed in the retro twin-binnacle dashboard. And the industry's first color-configurable instrument cluster seems a little silly, allowing 125 different hues for the gauges. Making more sense is an optional interior upgrade package with satin aluminum trim.

The GT bucket seats offer good side support in turns, although it's hard to grab a hold of the seatbelts before fastening them. Audio controls are fairly large, as are the four circular dashboard vents, but climate controls work with too light an action.

The trunk is adequate, but has a high, narrow opening. At least the lid swings up well out of the way.

You might need the owner's manual to find the exterior hood release, but open the hood and you're greeted by an engine without the unsightly plastic covers that hide many modern motors.

The new Mustang has the pizzazz of the original Mustang and lots of performance with the V-8. It's also got the kind of heritage that most rivals can only dream about.


Fast GT model. Decent V-6 version. Good handling. Nice ride. Solid manual shifter.

Tight rear seat. Hard to reach seatbelts. High trunk liftover.

My first car was a 67 Mustang Coupe, 2nd one was a 67 Cougar XR-7, 3rd one was a 66 Mustang Coupe. Why did I get rid of these cars for ? I know why, because I'm stupid, stupid, stupid.

My next Ford.....
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