2009 Ford Mustang
2009 Ford Mustang Expert Review:Autoblog
Click above for high-res gallery of the Mustang Bullitt
My earliest memory of falling in love with a car was a Mustang. As a kid, a friend of our family had a blue 1969 Mach 1 with the Shaker hood scoop, louvers on the rear window and the little wing at the end of the rear deck lid. From that time forward I've always had a thing for Mustangs. One of the most famous car-related movies (OK, it wasn't really car related, but it had Steve McQueen, cars and a chase scene) has to be Bullitt. Having grown up in the '70s and '80s, I somehow never actually got around to watching Bullitt until about three years ago when it arrived in the mailbox courtesy of NetFlix. I can't say I loved the movie, but Det. Frank Bullitt had the hottest ride in San Francisco, bar none.
Ever since the current S197 Mustang debuted in late 2004, Ford has been putting out a steady stream of limited volume special editions in order to keep sales boiling. The latest is the 2008 Mustang Bullitt, and it is to my eyes the best Mustang yet. It carries the classic proportions and cues of the late sixties 'Stangs without any of the tacked on froufrou found on some other specials or even the current standard Mustangs. Read on after the jump for more on why this Bullitt is special.
Photos Copyright ©2008 Sam Abuelsamid / Weblogs, Inc.
click any image to enlarge
Ever since the very first Mustangs in 1964, each generation has started off with a relatively clean design, and gradually over time Ford has tacked on more and more non-functional scoops, wings and louvers. When the next generation comes along, the company starts the process all over again. When the S197 Mustang debuted in 2004, aside from the deletable wing on the GT, the body was fairly clean. Now in 2008, the Mustang is again adorned (at least optionally) with fake scoops on the hood and sides.
Fortunately, the Bullitt has resisted this trend. Unlike the last Bullitt edition in 2001, the shape of the current car much more closely mimics that of the original, including the sculpted side panels. That means Ford didn't have to mess with any plastic filler panels to plug the gap left by the fake scoops on that model. The grille of the new model is shorn of ponies, snakes or any other badging. There is just a thin chrome trim ring surrounding a plain black grille.
The 18-inch aluminum wheels have the classic five spoke pattern that is perhaps one of the coolest looking wheel designs of all time. The wheel center caps are the only place you'll find a pony on the outside of the car. Out back, the standard round badge has been replaced by one with the Bullitt name in the center of a gun-sight. Aside from one special color, the only other exterior change is a pair of 3.5-inch tailpipes, which we'll get back to later. Of course, a Bullitt should be green, dark Highland Green to be specific, and our tester came in the right color. This time around Ford is also building these special 'Stangs in black, but they really should only be in green.
Changes are again relatively limited on the inside of the Bullitt. The standard steering wheel gets the thick padded leather wrapping from the GT500, while the airbag cover also gets Bullitt badging. The surface of the dash board has a machined aluminum panel stretching from door to door. The gun-sight motif also appears again on the tach and speedo, while the seats are standard Mustang GT fare trimmed in black leather. The lever sticking up out of the Tremec 3650 five speed box is topped off with an aluminum shift knob that looks really cool and feels even cooler on a cold morning. We can imagine that knob also getting pretty toasty on a hot summer day.
As straightforward as the Mustang is, it's not completely free of fluff. To the right of the shift lever is a button that allows you to toggle between a half dozen different colors of ambient light for the foot-wells, a pretty unnecessary and not particularly useful feature. All Mustangs also have a pair of cupholders in the center console aft of the shift lever. These might seem ill-placed at first glance, particularly if you put a tall cup of coffee or bottle of water there, as they can interfere with your forearm when shifting. Closer inspection reveals that the rear most cavity actually has a removable spacer that allows taller items to fit deeper and stay out of the way. Those relegated to the rear "passenger" cavity will have to hold their own drinks.
Underhood the strut towers are held firmly apart by a fabricated dual tube brace with a plate in the middle carrying the serial number that denotes that particular car's sequence in the 7,000 unit production run. The 1PP06 on this car denotes pre-production unit number 6. The 4.6L V8 gets an open element air filter and some new calibrations that yield an appreciable 15-hp bump compared to the GT along with an extra 250 rpm at the top of the rev range.
On a sunny early Spring day, the unadorned look of the Bullitt brings out all the best elements of the current Mustang design. The long hood, short deck proportions are classic and yet look totally contemporary. If Steve McQueen were still with us today, he would look perfectly at home in this car.
Mechanically, the Mustang isn't particularly sophisticated but the hardware that's here works remarkably well. A lot of people have whined about the lack of an independent rear suspension, for instance. But this may well be one of the most well-sorted live axles ever put on the road. Anyone who lives in Michigan knows that we don't really have roads around here, we just have patches on top of patches interspersed with craters. Somehow Ford's engineers have tuned a straightforward strut front and live axle rear with the ability to keep the 235/50ZR18 GeForce T/As in contact with the pavement over even these rough surfaces.
The Bullitt remains remarkably parallel to the ground while cornering, but it also doesn't beat you up. The suspension isn't exactly supple, but it's easy to live with on a daily basis. That's a good thing because once you hear the exhaust note you'll want to take the Bullitt out and play on a regular basis. This is without a doubt the best sounding Mustang I've ever heard. Blip the throttle and a beautiful V8 rumble emanates from those twin 3.5-inch pumps. The auditory emissions produced by this coupe are just the thing to give Prius fans a fit, but it's worth it.
On the inside, the front seats keep you planted in the appropriate position relative to the steering wheel. The driver's throne has power fore-aft and bottom cushion angle adjustment along with inflatable lumbar support. The seat-back angle, meanwhile, gets a manual adjuster. In spite of its ability to draw heat away from your hand on cold mornings, the shifter's throws are precise and relatively short. The back seat is short on leg and head room, as is always the case with this type of car, but some compromise from the front seat occupants will yield a space that's tolerable for short trips.
The 325 pound-feet of torque going through the 3.73:1 final drive ratio absolutely flings the Bullitt forward when you squeeze the throttle. Compared to the new Dodge Challenger, the Mustang has relatively trim dimensions, although the view over that long hood won't be mistaken for any pedestrian sedan. The aluminum block 4.6L V8 doesn't come close to the output of the mighty GT500, but it's also a couple of hundred pounds lighter. That gives the Bullitt much better balance and far less tendency to understeer.
The Mustang won't be getting electronic stability control until the refreshed model arrives sometime next year. In the meantime, all V8 models get ABS/TCS standard (optional on the V6). Thankfully, the traction control on the Mustang has been calibrated to allow some slip on dry pavement before it kicks in, and when it does activate, it comes on smoothly rather than jerking the car around. Jab the throttle while going around a corner and the back end will step out nicely before things settle down. If you want to let things get a little looser, just press the TC disable button at the top right of the center stack.
On a lightly travelled back road with the windows lowered so as not to impede the song of the V8, this is a car that can cover a lot of ground in short time and put a huge grin on your face. At a list price of $31,000, the Bullitt is also a relative bargain. Ford's even included some incentives on the Bullitt for the month of April, making its overall price less than $1,000 more than a Mustang GT. It won't draw the visual attention of a GT500 or even a Shelby GT, but that's OK. This also means you're less likely to draw undesired attention from revenue officers. Just take it out to play, and when you're done, sit back and admire this most handsome of Mustangs.
Photos Copyright ©2008 Sam Abuelsamid / Weblogs, Inc.
Just as Autoblog announced the debut of the 2008 Bullitt Mustang, Ford was allowing a select number of journalists to drive the car in San Francisco, a fitting location for the car's debut. We were fortunate enough to receive an invite, and are fresh out of the driver's seat ready to report. Read on after the jump...
Ford provided the vehicles for testing. Autoblog does not accept travel or lodging from automakers when attending media events.
Live Photos Copyright ©2007 Drew Phillips / Weblogs, Inc.
While we had a good idea of what the Bullitt would look like, we examined closely all of the new visual details – the new grille, wheels, spoiler delete, etc. It's definitely understated, but that will most likely appeal to its buyer. The San Francisco fog didn't help the car stand out, unfortunately. On the road it didn't attract too much attention – it almost looked like a de-badged V6 Mustang trying to pose as a GT. Still, there was the occasional person we passed who knew what they were looking at.
The outside of the car is certainly understated, but the inside is as well, though in a different way. The details are what really help spark up the interior, like the new shifter, the GT500 seats that have been reupholstered just for the Bullitt, the leather-wrapped steering wheel with the Bullitt logo, the unique gauges, and the engined-turned metal dash that looks fantastic. Those seats are quite comfortable yet supportive and felt much better than the stock GT. We didn't complain at all after several hours in the car.
Much of that praise should also be shared with the new suspension. The setup is somewhere in between the stock Mustang GT and the Shelby GT. It feels more planted than the GT, but not as harsh as the Shelby. It's a good compromise that makes for a better daily driver – it soaks up bumps in the road quite nicely and still stays planted under hard cornering.
While some might have been hoping for more performance, the 3:73 gears along with the extra 15 ponies make the Bullitt feel quite a bit faster than a stock GT. We're guessing that it will break the five second mark from 0-60 mph, and run the quarter mile in the very low 13s. The exhaust note is rather quiet from inside the cabin, but actually sounds aggressive from outside of the car. This is another factor that would make it ideal as a daily driver.
We will be driving the Bullitt again tomorrow, and will conclude our driving impressions and bring you additional photos from Day 2. Stay tuned...
For the second and final leg of our drive with the Bullitt, we took back roads up from Monterey to San Francisco with some great twisties that really put the new suspension to the test. Read on after the jump for more from Day 2 or click here to read about our adventure on Day 1...
click on any image to enlarge
The additional seat time reinforced our initial impression that the Mustang Bullitt has an ideal setup for the street. We loved how the Shelby GT handled when pushed, but the Bullitt does 90% of that while offering a ride that doesn't jar you over bumps. Everything about the car responds just a tad quicker than the regular GT. We are also a big fan of the seats, which were wonderfully comfortable over several hours of driving. The fully leather-wrapped steering wheel, which had better grip and was more comfortable than the standard wheel, also drew praise. That exhaust sound was also wonderfully quiet when just cruising, but could be easily awakened with a touch of the throttle.
The Bullitt received no more attention than it did the previous day. Only a few knowledgeable Mustang buffs actually knew what they were looking at when they saw us pass by. We've also found reactions from current Mustang owners to be mixed. Half the people love the stripped down look, while others seem to be questioning whether Ford did enough with the car. Either there's not enough power, they didn't do enough with the styling, or it needs something to differentiate it from a stock GT and the V6.
While Ford definitely could have done more with the Bullitt, it makes sense that they didn't. They are going after the owner who doesn't want the frills. There is no spoiler. No quarter window louvers. There is no excess of badges letting everyone know that the car is special. The only available colors are Highland Green and Black – not exactly eye catching. Even the calipers, which were painted red on the 2001 version, have been painted grey to blend in with the wheels. Most people who see the car will give it only a slight glance, and that is what is intended. It was built to reflect the movie car, and only those who really know Mustangs will know what the car represents. Think of it this way – what would Steve McQueen drive? Definitely not something that would attract attention. After all, if there's a guy who doesn't need people to tell him he's cool, it's Steve McQueen.
Ford provided the vehicles for testing. Autoblog does not accept travel or lodging from automakers when attending media events.
Live photos Copyright ©2007 Drew Phillips / Weblogs, Inc.
New Car Test Drive
The great American pony car adds Bullitt to its arsenal.
The Ford Mustang defined the pony car segment in 1964 and was a runaway sales success. It helped create a niche that exploded in popularity with the Camaro, Firebird, Barracuda, Cougar, Javelin, and Challenger. They're all gone now, leaving the Mustang with no direct competition, at least for now.
Fortunately, today's Mustang, introduced three years ago, is a superb example of the genre. The Mustang GT comes with a 300-hp V8 and is an absolute hoot to drive, making all the right sounds, hanging onto corners tenaciously, and delivering thrilling acceleration performance. The American pony car has never been better than the current Mustang GT.
The Mustang is available as a coupe or convertible. The Mustang V6 Deluxe is a nice cruiser and its 4.0-liter V6 engine is a solid performer, all for around $20,000. But the Mustang GT is what the Mustang is all about and the basis of the legend.
For 2008, a new Bullitt model joins the herd. Faithfully styled to celebrate the hero car in the famous chase scene starring Steve McQueen, the 2008 Mustang Bullitt is tuned to a higher level than the standard GT. Some media have positioned the Bullitt as nothing more than a hopped up Mustang, but that sells what's going on here a bit short. Rather than simply bolting on some modifications and re-tuning the setup, Ford took the higher road, thoroughly re-engineering and painstakingly massaging the Bullitt to attain its additional performance. In other words, they did it the hard way, the right way. Ford used technology learned from development of the Shelby cars, and the chief engineer for the Mustang says technology gained from the development of the Bullitt will be used in the next-generation Mustang. In any case, the Bullitt is more responsive than the Mustang GT. We found the Bullitt to be superbly balanced, making for a more enjoyable, more sophisticated car to drive on a daily basis, a car that responds beautifully to the driver's whims. Ford plans to build about 7,000 Bullitt models.
For 2008, three Shelby models are available: The 319-hp Shelby GT comes in coupe and convertible form along with the 540-hp Shelby GT500KR coupe. The Shelby GT500 offers near-Corvette performance and we found it easy to drive, and fun for gymkhanas, race tracks or back roads. Its solid rear axle is bouncy on bad pavement, however, and all this comes at a substantial price increase.
For 2008, front side airbags come standard on all Mustangs, and high-intensity discharge headlights and interior ambient lighting are newly available.
While its styling is retro inspired, the Mustang is a thoroughly modern car. Redesigned from a clean sheet of paper for 2005, the current Mustang is fast and agile, more so than any past Mustangs. It delivers the bold styling, rear-drive performance and affordability that have been Mustang hallmarks for decades, but it's smoother and quieter and better built than older models.
The interior looks like a throwback from the '60s, and we think it's really neat. We just wish the interior materials were a wee better. A navigation system is available and it works well.
The Ford Mustang is an American success story. It holds true to an idea that still appeals to people of all ages, decades after the original was launched; 44 years after it created an automotive niche, the Mustang has returned to its roots and it's better than ever.
The Mustang V6 Deluxe coupe ($19,250) comes with cloth upholstery, one-touch power windows, power mirrors and door locks, keyless entry, air conditioning, AM/FM/CD stereo with auxiliary input jack, tilt steering wheel, cruise control, rear window defroster, a split-folding rear seat, and 215/65R16 all-season tires on steel wheels. Its 4.0-liter overhead-cam V6 generates 210 horsepower. A five-speed manual transmission is standard; a five-speed automatic is optional ($995). The V6 Premium coupe ($20,480) upgrades to painted machined aluminum wheels with chrome spinners, plus a six-way power driver's seat, and 500-watt audio system with six-disc CD changer and MP3 capability.
The V6 Deluxe convertible ($24,075) and V6 Premium convertible ($25,305) are equipped the same as the coupes, except they delete the split-folding rear seat and add a power folding top.
The GT Deluxe coupe ($25,840) adds to the V6 Deluxe a six-way power driver's seat, in-grille fog lamps, a rear spoiler, sport suspension, and 235/55R17 performance all-season tires on painted aluminum wheels. Its 4.6-liter overhead-cam V8 produces 300 horsepower. A five-speed manual transmission is standard; a five-speed automatic is optional ($645). The GT Premium coupe ($27,020) adds a 500-watt six-disc CD changer and Aberdeen leather-trimmed sport seats. The GT Deluxe convertible ($30,665) and GT Premium convertible ($31,845) are equipped similarly.
The 2008 Shelby GT-H coupe ($37,480) and convertible ($44,605) are being offered to the public. Their 4.6-liter V8 makes 319 horsepower and 330 pound-feet of torque. Additional features include unique front fascia, special hood scoop and side scoops, high-flow exhaust, performance suspension, Hurst short-throw shifter, lowered ride height, and 235/50R18 performance tires on polished aluminum wheels. The five-speed manual transmission is standard and the five-speed automatic is optional. GT-H coupes were sold to Hertz rental agencies last year. Ford said production of the 2008 GT-H will be limited to 2300 coupes and convertibles.
The Shelby GT500 comes as coupe ($41,930) and convertible ($46,755), powered by a 5.4-liter supercharged V8 developing 500 horsepower. All Shelby GT500s have a six-speed manual transmission. They have P255/45R18 front and P285/40R18 rear performance tires, Brembo front brakes, and SVT-tuned suspension. All also come with a gas-guzzler tax ($1300). The GT500 comes standard with leather upholstery.
The 2008 Shelby GT500KR features a 5.4-liter V8 rated at 540 horsepower. The GT500KR comes with a short-throw shifter, 3.73:1 gear ratio (versus the GT500's 3.31:1), a carbon-fiber hood with hood pins, and unique suspension tuning. KR stands for King of the Road. The original Shelby GT500KR was offered in 1968 and this model is a 40th anniversary edition limited to 1000 examples.
Pony Packages for V6 models give them the look and handling of a GT. The base package ($750) adds sport suspension, a custom grille with fog lamps, rear spoiler and other visual upgrades. The upgraded version ($1675) adds 17-inch painted aluminum wheels. For 2008, Ford makes 18-inch wheels ($925) available on V6 Premium coupes.
The California Special ($1895) spiffs up a Premium GT with 235/50R18 performance tires on polished aluminum wheels, side scoops, unique tape stripes, bright exhaust tips, black leather-trimmed seats with unique Cal Special contrasting Dove or Parchment inserts, a larger air intake, a deeper chin spoiler, and unique front and rear fascias. The name refers to a limited edition package offered to California Ford dealers in 1968, but this Cal Special is available nationwide. The GT Appearance Package ($245) features bright exhaust tips, an engine cover with a Pony emblem, and a hood scoop.
Option packages for Mustang include a Comfort Group ($575) with an auto-dimming rear-view mirror with compass, heated front seats, and six-way power for the front passenger seat; an Interior.
Nothing says modern American sporty car better than the Mustang. Its long hood and short rear deck capitalize on more than 40 years of pony-car heritage. The current Mustang features classic design cues that have defined Mustangs since the 1960s: C-scoops in the sides, three-element tail lamps and a galloping horse badge in the center of the grille. Its menacing shark-like nose is reminiscent of the 1967-70 models.
Yet the Mustang follows modern trends by offering ever-larger wheels, including two distinct 18-inch wheel designs for the GT and a new 18-inch wheel for V6 models. So trimmed, the Mustang looks more aggressively handsome than ever, and much like the concept cars that grabbed everyone's attention at the 2004 North American International Auto Show in Detroit.
And while the Mustang's retro-inspired look pleases the eye, there's a lot of modern technology you don't see, starting with an aluminum hood to trim weight. The modern Mustang is based on the same mechanical platform as the Jaguar S-Type, albeit with some cost-trimming measures such as its live-axle rear suspension.
All Mustang engines are secured to the body with hydraulic mounts, which absorb and counteract vibration and pulsing. By adapting ideas and components from luxury cars, Ford has given the current Mustang a level of sophistication its predecessors never had. Yet the Mustang heritage of low-cost performance and flashy styling has not been compromised one iota.
Like their muscle-era namesakes, Shelby models get unique front grilles and bumper fascia. The GT500 grille is designed to provide a functionally larger and unimpeded air intake, while reducing airflow under the body. The GT500 has a unique hood with dual air-extraction slits. Around back the GT500 has a vintage-style ducktail spoiler on the decklid and a series of four strakes under the rear fascia.
Carroll Shelby's signature striking-Cobra emblem glowers from the center vertical portion of the decklid of the GT500, a characteristically off-center position in the grille, and both front quarter panels. It comes with 18-inch rims with the Ford SVT (Special Vehicle Team) logo. Just as in 1968, the Shelby models are topped by Le Mans-style racing stripes. They look terrific, though we're not sure they should carry down onto the rear bumper where they compete with the rear license plate. GT500 convertibles feature a premium fabric for the top.
The Shelby GT500KR has a carbon fiber hood with hood pins and a unique hood scoop, as well as 40th anniversary Shelby snake emblems.
The Mustang interior is as blatantly throwback as the exterior, but not as well done. It's sporty appearance and straightforward in function, but materials quality is lacking.
There's a heavy dose of 1967 Mustang inside, with the dash divided into distinct right and left pods, blended with modern touches. Chrome-ringed air vents align with the gauges across the dash, and the steering wheel has three spokes with a center hub marked by the horse-and-tricolor-bars logo. While the look is retro cool, many of the materials have a cost-saving look and feel, especially the plastics on the dash panel. An interior upgrade package adds red leather seats, red door inserts and red floor mats on cars with appropriate exterior colors.
Mustang offers an optional color-changeable instrument panel display, with 125 color schemes to choose from. It's a gimmick, to be sure, but it's easy to use, and it can brighten your day, and especially your night, as you drive. We're all for that. Speaking of brightening, however, there's enough shiny metal on this car's dash and steering wheel to create some glare problems for drivers on sunny days (just like in the original Mustangs). The available Interior Upgrade Package, with satin or dark-finish aluminum inserts instead of chrome, goes a long way toward eliminating the feel of cheapness.
These are the good old days in terms of roominess in the Mustang. The 107-inch wheelbase and 187.6-inch overall length of the current model are the longest of any Mustang since 1973, and are within an inch of the dimensions of the 1969-70 model. But Ford has learned something about space efficiency since then, so today's Mustang offers more front-seat hip, leg, elbow and shoulder room than any previous generation. We found the front bucket seats to be comfortable, supportive and retentive in hard corners.
The back seat, however, isn't much more accommodating than in the old fastback 2+2 variant of 1965-68. It's not a place adults will want to spend any time. However, it folds flat, just like in the old days, to expand luggage capacity.
And even without folding the back seat, the Mustang's trunk is as large as those in some more overtly practical sedans.
Seats in the Shelby GT500 are more aggressively bolstered, and the positions of the speedometer and tachometer are swapped. The GT500 is upholstered in black leather, with or without red inserts. All interior chrome is replaced by satin-finish aluminum for reduced glare. Snake logos slither on the seatbacks and steering-wheel hub.
The standard sound system that comes in the Mustang is good. The 500-watt upgrade is reasonably priced as part of the premium package, and adds a six-CD changer. The 1000-watt upgrade will impress most audiophiles, but the extra subwoofers in the trunk steal a good chunk of cargo space. We'd be inclined to pass on those.
The Mustang improves on those things that have appealed to so many different kinds of drivers for more than 40 years, and it nearly eliminates the bad traits of traditional pony cars. In general, the good has gotten better and the bad, less so.
The previous-generation (1994-2004) Mustang was built around a body shell that dated from 1979, and it was about as stiff as wet rope. Ford claims the current Mustang's body/frame is 31 percent stiffer and it feels it. This Mustang is much more rigid and rattle-free than its predecessor. A rigid foundation provides the basis for a host of good things, including improved ride quality, sharper handling, and less interior vibration.
This solidity applies to the convertible as well. By their nature, convertibles don't offer the chassis rigidity of hardtops. Cars that cost five times as much as the Mustang tend to get shakier when the fixed roof is removed to design a convertible version. In the Mustang convertible, you will notice some shimmy in the windshield frame that you'll never see in the coupe, but overall rigidity is impressive.
The convertible's folding top is simple and straightforward to operate. Unhook it from the windshield header and it powers back behind the rear seat with the touch of a button. The ultimate in posing requires that you manually install the optional boot cover, but the folded, exposed top and frame don't look bad without it.
The wheelbase is relatively long, six inches longer than the previous generation (pre-2005), and that makes a difference in terms of ride quality. The ride is fairly smooth, even with the available 18-inch wheels. The rear suspension uses coil springs and a lightweight three-link design with a Panhard bar to keep all motion under constant control. It's about as good as a solid-axle suspension gets, and it does a good job of controlling skipping and bouncing at the back of the car. While many high-performance fans wish Ford would give the Mustang an independent rear suspension for better handling and ride quality, the current setup does a fine job on both counts.
The steering is crisp, precise and confidence inspiring.
The brakes work well in high-speed highway driving situations, as we found during a test in Los Angeles. If you order ABS, you automatically get traction control, which has a dash-mounted off switch for special situations, including drag racing.
The 4.0-liter V6 engine is a solid performer. The five-speed automatic's gear ratios seem well matched to the available torque. When the automatic gets into overdrive fifth gear, the engine goes quietly into economy mode until called upon for a lane change, a pass, or an uphill charge. This is a large-displacement V6 and it sounds more muscular at full throttle than any previous Ford V6 engine. It rates 16/24 city/highway mpg with the automatic transmission, and 17/26 mpg with the manual; those are the 2008 fuel economy estimates using the EPA's new, more realistic testing methods, resulting in numbers much lower than last year's even though no changes have been made to the vehicles.
Indeed, the V6 Deluxe is the most popular model (about 70 percent of Mustangs sold are V6s), and we like it. For just around $20,000, it delivers good torque, good acceleration and generally good road manners, with a sporty feel. And while it has less power than the V8 and smaller tires, the V6 seems slightly more eager to turn in for corners, a bit more agile than the nose-heavy GT. (The GT weighs about 200 pounds more, and almost all of that is on the front wheels.)
The GT, on the other hand, is a 300-hp, five-speed pavement-ripper for about $26,000. The three-valve-per-cylinder V8 engine features both variable camshaft timing and electronic throttle control. The Mustang GT will run 0-60 mph in about 5.5 seconds; it will out-brake a large number of sporty cars; and it handles better on canyon roads that any previous Mustang GT, with a minimu.
The Ford Mustang looks and feels like an all-American car, and that's a good thing. It's quick and fun to drive and offers combination of style, performance, and handling that's hard to beat for the money. The V6 Deluxe is a stylish, sporty cruiser. The GT and Shelby GT are serious performance cars. And the Shelby GT500 raises it to near Corvette performance levels.
NewCarTestDrive.com correspondent Jim McCraw filed this report from Los Angeles; with Mitch McCullough reporting from Dearborn and Los Angeles and Kirk Bell reporting from Dearborn.
Ford Mustang V6 Deluxe coupe ($19,250); V6 Premium coupe ($20,480); V6 Deluxe convertible ($24,075); V6 Premium convertible ($25,305); GT Deluxe coupe ($25,840); GT Premium coupe ($27,020); GT Deluxe convertible ($30,665); GT Premium convertible ($31,845); Shelby GT coupe ($37,840); Shelby GT convertible ($44,605); Shelby GT500 coupe ($41,930); Shelby GT500 convertible ($46,755).
Flat Rock, Michigan.
Options As Tested
5-speed automatic transmission ($645); Interior Upgrade Package with satin aluminum trim ($460); active anti-theft system ($325); wheel locking kit ($50).
Ford Mustang GT Premium coupe ($27,020).
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