Ford Mustang Interior Review
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.
Ford Mustang Road Test
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 minimum of body roll and a large portion of tire grip. Mustang GT gets an EPA-rated 15/22 mpg with the automatic, 15/23 mpg with the manual. Again, this is using the 2008 EPA estimates, which should be closer to your actual mileage.
The GT looks mean, and it drives mean, with 320 pound-feet of torque, a decent shifter and a brawny, loud exhaust note. It's everything a pony car is supposed to be, without the teeth-rattling stiffness of the muscle cars of another era. The Mustang GT also boasts one of the world's largest aftermarket speed-part networks for those who want even higher performance.
The Bullitt impressed us with both its performance and its overall balance. It feels like a lot of careful engineering went into it. While the California Special is an appearance package, the Bullitt is a seriously upgraded car. It's responsive, with a lovely torque curve supplying robust power, and it's easy to drive with nicely balanced handling. The Bullitt always seemed in tune with our intentions and it's our favorite of all the 2008 models.
The Shelby GT-H's 4.6-liter V8 is upgraded to 319 horsepower and 330 pound feet of torque thanks mostly to improved airflow through the air filter and exhaust. Most won't be able to notice the additional power, but performance enthusiasts will enjoy the manual transmission's short, positive shifter throws. Shelby GT suspensions are also tuned for slightly better handling. The most noticeable change versus a GT, however, is the convertible's additional hoop, which helps reduce some of the ragtop's cowl shake.
The Shelby GT500 kicks it up a notch. Its 5.4-liter V8 is derived from the same modular engine family as the smaller 4.6, but has an iron block for rigidity, and four-valve-per-cylinder aluminum heads topped by a total of four overhead camshafts. A Roots-type positive-displacement supercharger feeds air at 8.5 psi through an air-to-liquid intercooler and dual 60mm throttle bodies. The official output is 500 horsepower at 6000 rpm, and 480 pound-feet of torque at 4500. The torque is truly intoxicating and the engine has a nice burble at idle. The Tremec close-ratio six-speed manual is easy to shift and second and third are amazing gears with all this power.
The Shelby GT500 is easy to control and very predictable. Without any experience in the car, we were able to immediately carry long power-oversteer slides on a wet autocross circuit at Ford's Dearborn Development Center proving grounds, feeding in opposite lock. Use of the throttle and steering wheel allowed us to wag the tail back and forth through slaloms, quickly and accurately changing directions. Secure footing is provided by 255/45ZR18 high-performance tires in front and 285/40ZR18s in back, on wheels measuring 18 by 9.5 inches.
The Shelby GT500 coupe weighs a hefty 3920 pounds (364 pounds more than the GT), but Ford has provided it with 14-inch Brembo vented disc brakes up front squeezed by four-piston calipers. Rear brakes are the standard Mustang 11.8-inch vented discs. The brakes are responsive and easy to modulate in competition-type driving.
Ford Mustang Lineup
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 Upgrade Package ($460) with a leather-wrapped steering wheel, satin aluminum trim, and other goodies. Options include an active anti-theft system ($325); 1000-watt audio ($1,295); power-adjustable driver's seat for the Deluxe coupe ($365); heated front seats ($250); Bluetooth hands-free cell phone link ($395); remote engine starting ($295); Sirius satellite radio ($195); and DVD-based navigation ($1995). High-intensity discharge headlights ($525) and ambient lighting ($295) are newly available for 2008. The ambient lighting, which illuminates the front and rear footwells and front cupholders, is available in seven colors.
Safety features on all Mustangs include dual-stage front-impact airbags, torso-protecting front side airbags, tire-pressure monitor and LATCH child seat anchors. Antilock brakes (ABS) with electronic brake-force distribution (EBD) and traction control are standard on GTs and optional on V6 models.