October 1, 2004
2005 Ford Mustang Road Test
by Trevor Hofmann , Canadian Auto Press

If the Viper is America's supercar and the Corvette its sports car, the Mustang has to be America's GT, despite Ford dubbing its first blue-oval branded supercar in decades with the name. Even Camaro and Firebird fans can't dispute such a claim now that both models have been discontinued.

No, the Mustang holds the GT title based on its 40-plus years of service and absolute dominance in the market. Even in the current slow-selling coupe and convertible market, that has caused most competitors to have either pulled out or dramatically reduced sales projections for two-door models, the soon to be axed Toyota Celica is a good example, Mustang sales are strong.

The new 2005 model will be much stronger, according to recent reports. Orders are running sixty percent higher than expected (see automotive news archives for Sep 29, 2004: New 2005 Ford Mustang Getting Ready for a Dealer Near You), which of course is a problem most automakers wouldn't mind facing. Why such excitement about the new car? Not only does it look completely revised on the surface, while at the same time very similar to classic '60s pony cars that so many muscle car collectors adore, but it is also completely new under the skin.

I took the opportunity to test this out first hand at a press event in and around Los Angeles, CA recently, and came back impressed. And this from a guy who previously stated in a review of a 2003 Ford SVT Mustang Cobra coupe (see new vehicle review archive under "Ford" for June 13, 2003), ".... open the trunk and sloppy welds are immediately apparent. More so, what looked like porous body filler coated the trunk surround of my test car." I was equally overjoyed with the interior, stating in the same review, ".... the 1-inch plus gap where the dash meets the door surround appears kit-car-ish and the heating and ventilation controls seem as though purchased out of an aftermarket catalogue."

In one, long-anticipated model year Ford has changed all that, and in doing so brings new respect to the venerable steed. Starting on the outside, panel gaps are straight, narrow and equally spaced. Paint quality is superb, and there's no body-filler present under the trunklid, despite my various test cars being pre-production units. Yeah, Ford got the new car's exterior quality spot on, a great leap forward from any previous 'Stang.

What about inside? Any Fox-bodied Mustang owner, that would be anyone who bought a 1979 through 2004 version, will be impressed with the new cabin. It looks superb, offers serious improvements in fit and finish, and even includes real aluminum trim featuring a unique horizontally etched pattern on GT models. The seats are supportive, switchgear much better than anything that came before and ergonomics also a major upgrade. Pretty well everything is better, including plastics quality. The latter subject, however, would be my only complaint. Although at its mere $23K and change ($19K USD) starting point I find it difficult to gripe about common grade plastics, when fully loaded GT models get into the mid-$30s and the tactile sensation that comes from soft-touch plastics are more common. I was hoping that Ford would really stretch in this area, taking the opportunity to serve up similar perceived quality levels to what Chrysler Group is starting to offer in most of its recent products and GM is beginning to deliver inside its new Pontiac G6 and Buick Allure (LaCrosse).

This issue, however, while bothering a certified import snob like myself and possibly stymieing the purchasing potential of conquest buyers that could be lured away from premium brands such as BMW (again I would be one such customer), won't be an issue in the slightest to diehard Mustang followers. These will be blown away by all of the improvements, most importantly driving dynamics.

Yeah, I was granted ample opportunity to test drive both V6 and V8 models, and came away grinning from ear to ear. As a backgrounder, I learned what chief engineer, Hau Thai-Tang could do with a live axle setup when I first drove the special edition 2002 Mustang Bullitt, but nothing could have prepared me for how stable and rewarding the 2005 would be. First of all, the car is smooth and comfortable on rough inner-city pavement - OK, LA's side streets are nothing like frost-heaved Canadian roads, but often ill-kept just the same - never forcing me to endure the unsettling bunny-hop that previous versions exhibited when cornering quickly on uneven pavement. What an improvement!

Initially I had an entire morning of winding-road fun in the base V6 model, a revelation of inspiration in comparison to the outgoing entry-level Mustang. This model makes up the vast majority of pony car sales, and therefore getting it right is extremely important to Ford. The automaker nailed it, for the most part at least. It tackles corners with gusto, thanks in part to standard P215/65R16 96T tires on 16 x 7-inch alloy wheels. The wheel and tire package compliments the suspension well, offering a nice balance of spirited handling and ride comfort. I noticed a slight tendency for the car to squirm a little during harsh side-to-side transitions, something that seemed to be eradicated when upgrading to the GT model, which features a sport-tuned suspension featuring a 34 mm tubular front stabilizer bar upgrade from the stock 28.6 mm component, and the addition of a 20 mm stabilizer bar in the rear where none is present in V6 trim, plus standard 17-inch rims and P235/55ZR17 98W performance tires.

The stock 4.0-liter 60-degree V6, that still uses solid but heavy iron as its block material, sports 210 horsepower at 5,250 rpm and 240 lb-ft of torque at 3,500 rpm. Look back a few years and that's a similar number to what the 5.0-liter LX or GT Fox-platform Mustangs were producing, and we flipped out about this old model's performance when it debuted. Needless to say, most drivers won't see a need to upgrade to the V8. Like those early V8s, the V6 makes do with 2-valve per cylinder head architecture, although its single overhead cam design is a major step up the desirability ladder from the Mustang's overhead valve days.

Unfortunately Ford didn't have any 5-speed manual equipped V6s available for testing, so I spent time wringing out the new 5-speed automatic. Driving up a long hill I noticed the transmission's tendency to hunt for the right gear, never satisfied in 3rd or 4th. "What's the deal?" I thought to myself. I've driven a host of 5-speed automatic equipped cars and never found this to be a problem, as the extra cog allows the engineers to compensate for even low output engines by optimizing its "sweet spot" - the rpm range or power band where the engine makes its optimal horsepower and/or torque. Ford proves this point with the introduction of its new Five Hundred sedan, which in top-trim sports an Aisin-built 6-speed automatic that turns the 203 horsepower Duratec V6-powered machine into an extremely entertaining package. I got to the top of the hill, questioned a few engineers and then proceeded back down when, upon fiddling around with the shifter I noticed that the transmission wasn't a true 5-speed after all, or at least not in the modern sense of the term. Rather, it seems that Ford has upgraded a 4-speed gearbox with an electronic overdrive acting as a 5th gear, complete with a defeat button on the shift lever. OK, now that explains a lot. While the tall top gear allows the engine to cruise at highway speeds at an extremely fuel efficient 1,900 to 2,000 rpm, a fact that should really help the car when rated by the EPA for fuel economy, as well as the brand on the whole when ranked by CAFE, it doesn't seem to make a bit of difference when rowing from 1st through 4th gears. The shortcoming isn't noticeable on the flat, however, which is where most people spend their time anyway.

What Ford has done here is smart, of course, as 4-speed transmissions are hardly hot items at the moment. The "5-speed" unit gives Mustang an edge over competitors that don't offer similar gearboxes. As far as I'm aware, this is also the first incidence that an electronic overdrive equipped 4-speed automatic has been named and sold as a 5-speed. When pressing Ford's engineers on the issue they assured me the fourth gear is set up 1 to 1, just like a regular 5-speed automatic, with the electronic fifth gear optimized at 0.75 to 1 for optimal fuel economy. OK, they can say what they want but it still doesn't feel like a regular 5-speed autobox. Third gear, by the way, is 1.55 to 1.

So what's the fix to the 3rd and 4th gear hunting? While no manual-shift mode is included in the package, the autobox slips in and out of lower gears easily, which made conquering the mountain passes quite enjoyable and extremely efficient. When driven like this there's absolutely nothing lacking in this engine/transmission package, well other than a modern manual shift mode. While I could understand how the model's bargain basement base price would make including such a feature difficult at entry level, it would make a difference with buyers wanting to spend the money necessary to dress up a V6, as well as those looking get into an automatic-equipped GT, especially those conquest buyers who may have been living with manu-matics for years now.

It would make no difference to me, however, as I would buy a 5-speed manual equipped GT if I were in the market. I made sure to opt for a do-it-yourself gearbox when it came time to switch over to the top-line Mustang, and was mighty glad I did. After all, this is a performance coupe, and a performance coupe needs a manual shifter, or at the very least an F1-style sequential-manual gearbox. It's a smooth shifting stick too, with intervals that match the engine perfectly. I didn't even mind that only five forward gears were featured, as the 300 horsepower 4.6-liter V8 hardly needs another despite 6-speed manuals being all the rage in sporting circles. The engine produces ample torque from just about anywhere in the rev range thanks to variable camshaft timing, with a total of 320 lb-ft peaking out at 6,250 rpm. Its high-rpm capability is sign enough of its overhead cam technology, this one using a singular system on each bank of cylinders rather than the dual overhead cam setup boasted by most of the Mustang's rivals. Also, the V8 delivers an extra valve per cylinder over the V6, but still this might seem a bit shy of 4- or even 5-valve heads import buyers are used to. Nonetheless, 3-valve technology has proven to be a good compromise of performance and fuel economy, especially around town. The technicians in the crowd will be impressed with Ford's use of cracked powdered metal connecting rods with floating wristpins in the V8, compared to forged steel connectors in the V6, and hypereutectic aluminum pistons in both.

Mechanical mumbo-jumbo aside, it wasn't until I took my blue metallic GT tester out on the open road that I truly saw the light. By light I mean how effortlessly the V8 lights up the road, leaving a long stretch of seared pavement in its wake if you defeat the standard traction control and get heavy on the throttle. During the initial stage with the GT, I took up navigation while my co-driver manhandled the wheel. While hanging on for dear life I started to get the sense that, while very well balanced, this Mustang wasn't fool proof. Let me explain. If you've ever driven Mulholland Drive, one of the world's most entertaining stretches of highway, and peered over a few of its many dramatic drop-offs, which have claimed many a careless driver and the victims thereof over the years, you'll quickly learn to pay respect to the limits of the single lane provided. As demonstrated beyond my control, the GT can quickly get out off line if driven at ruddy stupid speeds by someone not familiar with sport driving fundamentals. The car tends to understeer, or in other words plow out at the front if pushed into a corner too hard, which is a heck of a lot better than swapping ends. Fortunately for us, and the lovely new Mustang, the passenger-side tires managed to stay glued to the pavement as they kicked up shoulder dirt during outside corners - if we had of gone off at some of these corners even Ford's renowned safety cage, improved by a 31 percent stiffer overall body structure couldn't have helped us. Also fortunate, there was no oncoming traffic while the front tires broke loose and sent the GT well into the opposing lane, not once but twice in a row. You'd think a person would figure out to slow down the second time. Yes, unfortunately, Mustangs can bring out the stupidity in many a guy, as most of us have witnessed countless times in our own home towns. Incidentally, a little dab at the throttle will force the GT into oversteer too, race fans, so don't get yourself worked up into a tizzy and then send "what did they do with my Mustang" letters. The new car runs true to sports car principles, it's just improved somewhat.

At this time I was also appreciative of the car's superb brakes. I'm a bit miffed that ABS is optional, but I suppose we're back at that cheap as borscht price point again - fair enough. Stock equipment includes four vented discs, at least, 293 by 30 mm (11.4 by 1.2 inches) in front and 300 by 19 mm (11.8 by 0.8 inches) in the rear in V6 trim, and 316 by 30 mm (12.4 by 1.2 inches) in front and the same 300 by 19 mm (11.8 by 0.8 inches) in the rear when upgraded to the GT. All calipers are 43 mm and floating, with those in front twin-piston and aluminum and those out back single-piston and iron. When equipped with ABS they're especially talented despite a person's driving skills or lack thereof, as witnessed personally, a system that's combined with Ford's excellent "intelligent" traction control system. What makes it intelligent? Sensors detect whether the road surface is slippery or not, and if dry will allow some tire spin if driver induced. Of course there's a dash-mounted defeat button which I couldn't help but try out. Want my advice? Unless you're Super-Mario leave it engaged. The Mustang GT is way too nice a car to crack up, and after getting mighty close to being an MVA statistic I'm a believer in the Mustang's intelligent electronic driver aids.

After experiencing one of the best roads in the world get butchered so brutally in a car that was obviously quite capable of dancing like Salsa star Edie Espinoza, if hooked up with the right partner that is, I chose to turn the car around and pilot it back through the mountain road in the opposite direction. Was I ever glad I did, as this was the moment I became a Mustang convert. While I'm nowhere near a professional race driver, lacking the hours behind the wheel needed to become so and no doubt the inherent talent all top-level drivers somehow magically come equipped with from God Himself, experience has taught me to be as smooth as possible on and off the throttle, clutch and brake pedal, and that maximum velocity does not necessarily translate into maximum speed over an entire distance. I therefore approached the famed roadway at a fast pace, but doing my utmost to respond to what I felt, and now feel is a very communicative chassis and steering setup. The GT let me keep up a momentum I would be reluctant to attempt in most other cars, this side of the exotics or, lest I forget, two particularly inspired race-replica pocket rockets with World Rally Championship heritage. What's even more important, I felt totally in control at all times and completely comfortable at speed. At the end of the mountain pass, which takes about 10 minutes from end to end at posted speeds, I turned the car around for another go. What a superb suspension setup! It can really make a decent driver shine, having me feel like a much more competent pilot than I really deserve credit for. OK Ford, I'm a believer, there's still life left in solid axle rear ends.

By the way, I'm not the only one who feels this way. Ford kept its live axle setup because of vehement input from its faithful motorsport customers. Try to think of another car that gets raced more on weekends, from local tracks to top-tier sports car series', than the Mustang. I can't. These are the folks who've kept Ford's muscle car flame burning brightly while other automakers have packed up and gone home, which is a good reason Ford needed to take their advice so seriously.

If you really must have an independent rear setup, Ford assures that its SVT Cobra will debut in about a year's time with even better road manners, more power, a distinctive styling treatment and most likely, Shelby's name attached to its flanks. Sell the M-badged Bimmer Franz, Ford's new Cobra will be the ultimate performance coupe to own.

Whether or not the Mustang drags import fans away from their prestigious rides will remain to be seen. I, for one, could see myself taking the plunge as I'm head over heals for the driving experience and the styling. I especially fell for the Windveil Blue metallic GT in my photos, as well as a gorgeous Legend Lime metallic. Of course, red, black, silver, and other colors are available.

I also loved both the classic 5-spoke GT wheels and the stock alloy rims which feature retro-like faux spinners at the hub. And I'm not talking about the 22-inch bright-chrome custom rims that keep turning when the boom-box Escalade stops at the light, but wheels from the early days of racing that featured a single, center-mounted "lug nut" that needed to be knocked off with a wooden mallet when changing a tire. The original Mustang also featured faux spinners, but on its hubcaps rather than integrated into an alloy wheel. Very cool Ford.

So what do I think of Ford's new pony car? Basically, like so many other new car buyers that have pushed orders 60 percent higher than initially expected, I want one. And you know what? I could even get over the so-so plastics quality, but just in case Ford is listening I'd be willing to spend somewhat more if the beancounters would buck up for better interior tactile quality. While a higher level of perceived quality might help Ford lure in that hesitant import buyer who might rent a Mustang convertible (coming next spring by the way) during a visit to Hawaii, or impress another who ends up leaving her Acura at the office while joining a colleague for lunch, for the time being such trivialities probably won't matter a heck of a lot. After all, Ford will sell every 2005 Mustang it can build.