CarlsV6
09-27-2004, 01:01 PM
13.8 @ 99MPH and 5.1 0-60.
With an automatic. 8O
'05
Hot Drives
We've been out driving and testing next year's newest in.
Here's the scoop on 14 new cars, trucks, and sport/utilities you absolutely must know about.
Ford Mustang GT
Old Glory: America's favorit pponycar ears back its stripes
by Frank Markus
Only in America could an econobox in fancy dress named for a wild horse become the must-have machine of an entire generation. Where else could a musclecar's sales rise as its powertrain and chassis were emasculated (mid-1970's)? And in what other land could a manufacture lie about a car's engine size in bright chrome numerals for 14 years and even fudge power output a couple times along the way without sales tanking?
Nevertheless, two and a half decades, two Corvettes, and five presidents later, Ford has finally done the honorable thing and foaled a bran-new pony. It showed it off, talked about it, and at last tossed us the keys for a chaperoned ride across Michigan to Gingerman Raceway. But mere subjective impressions gleaned on a carefully orchestrated launch seemed like a bun without the beef, so we managed to lasso a stray 'Stang and hook it to our gear for an exclusive first test.
Is this Mustang worthy of the loyalty the brand has always enjoyed?
A quantum improvement is noticeable from 10 feet away, and it's not just the fab retro/modern styling. All the panel gaps, surface alignment, and detailing on these salable early preproduction cars look Japan right and orderly. Interior craftsmanship in similarly first-rate, with real aluminum on the steering wheel and dash (on cars with optional appearance package) and a chic, woven headliner.
A higher beltline and narrower windows conspire with a proper bucket seat and heck-'n'-toe pedals to make the new Mustang cockpit feel sportier, though the car stands an inch taller and the seat is a half-inch higher off the ground. Shorter folks may find themselves banging their funny bone into the console lid while shifting the short stick, which was moved aft this year. Everyone will notice the dead pedal is tipped forward at an awkward angle that doesn't match that of the accelerator. The rear seats accommodate sub-six-footers reasonably well, but they'll have to hold their own lattes- Ford neglected to mold a pair of cup holders into the back of the center console.
After just a few Michigan potholes, one wonders if Ford's modest structural improvements figures are overly conservative. The body feels snare-drum tight, attenuating impacts instantly. The extra rigidity coupled with the revised suspension allowed Ford to tighten up the shock valving and roll control without ruining the ride, which is slightly busy but never uncomfortably harsh. Bend the GT into a set of esse and two more contrast between new and old come into focus: The seats actually restrain the occupants so the steering wheel rim and grab handles don't have to, and the steering responds way more quickly. The ratio is actually a fraction slower (15.7:1 vrs 15.0:1), but there's so much less slop just off center that it feels more precise and nimble. And the steering feel is free of the increasingly unwelcome electronic tailoring of the ratio or effort.
Dump the clutch at half-throttle, and the Mustang GT paints two beautiful, unbroken black stripes-even with the traction control on. The system can tell drag racing from snow slippage and stands aside to prevent the indignation of an electronically aborted stoplight stampede. This year the system is also tuned to permit a bit of wheelspin-induced oversteer when driving aggressively on dry pavement. You'll want to switch the traction control off to wring the most out of this chassis on a closed track, but when switched on for responsible public-road driving, the extra latitude of the system affords is welcome.
With an automatic. 8O
'05
Hot Drives
We've been out driving and testing next year's newest in.
Here's the scoop on 14 new cars, trucks, and sport/utilities you absolutely must know about.
Ford Mustang GT
Old Glory: America's favorit pponycar ears back its stripes
by Frank Markus
Only in America could an econobox in fancy dress named for a wild horse become the must-have machine of an entire generation. Where else could a musclecar's sales rise as its powertrain and chassis were emasculated (mid-1970's)? And in what other land could a manufacture lie about a car's engine size in bright chrome numerals for 14 years and even fudge power output a couple times along the way without sales tanking?
Nevertheless, two and a half decades, two Corvettes, and five presidents later, Ford has finally done the honorable thing and foaled a bran-new pony. It showed it off, talked about it, and at last tossed us the keys for a chaperoned ride across Michigan to Gingerman Raceway. But mere subjective impressions gleaned on a carefully orchestrated launch seemed like a bun without the beef, so we managed to lasso a stray 'Stang and hook it to our gear for an exclusive first test.
Is this Mustang worthy of the loyalty the brand has always enjoyed?
A quantum improvement is noticeable from 10 feet away, and it's not just the fab retro/modern styling. All the panel gaps, surface alignment, and detailing on these salable early preproduction cars look Japan right and orderly. Interior craftsmanship in similarly first-rate, with real aluminum on the steering wheel and dash (on cars with optional appearance package) and a chic, woven headliner.
A higher beltline and narrower windows conspire with a proper bucket seat and heck-'n'-toe pedals to make the new Mustang cockpit feel sportier, though the car stands an inch taller and the seat is a half-inch higher off the ground. Shorter folks may find themselves banging their funny bone into the console lid while shifting the short stick, which was moved aft this year. Everyone will notice the dead pedal is tipped forward at an awkward angle that doesn't match that of the accelerator. The rear seats accommodate sub-six-footers reasonably well, but they'll have to hold their own lattes- Ford neglected to mold a pair of cup holders into the back of the center console.
After just a few Michigan potholes, one wonders if Ford's modest structural improvements figures are overly conservative. The body feels snare-drum tight, attenuating impacts instantly. The extra rigidity coupled with the revised suspension allowed Ford to tighten up the shock valving and roll control without ruining the ride, which is slightly busy but never uncomfortably harsh. Bend the GT into a set of esse and two more contrast between new and old come into focus: The seats actually restrain the occupants so the steering wheel rim and grab handles don't have to, and the steering responds way more quickly. The ratio is actually a fraction slower (15.7:1 vrs 15.0:1), but there's so much less slop just off center that it feels more precise and nimble. And the steering feel is free of the increasingly unwelcome electronic tailoring of the ratio or effort.
Dump the clutch at half-throttle, and the Mustang GT paints two beautiful, unbroken black stripes-even with the traction control on. The system can tell drag racing from snow slippage and stands aside to prevent the indignation of an electronically aborted stoplight stampede. This year the system is also tuned to permit a bit of wheelspin-induced oversteer when driving aggressively on dry pavement. You'll want to switch the traction control off to wring the most out of this chassis on a closed track, but when switched on for responsible public-road driving, the extra latitude of the system affords is welcome.