Los Angeles (Money Magazine) - The Mustang of 1964-and-a-half became the fastest-selling new car in history, and later versions became muscle-car icons.
| CNN/Money Special
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Then came '70s abominations like the Pinto-based Mustang II. Years of corporate neglect followed; the car hasn't had a top-to-bottom redesign since 1979.
The news that Ford was setting out to recapture the Mustang's magic wasn't necessarily reassuring to boomers carrying a torch for the original pony car-not after the botched retro Thunderbird proved nostalgia alone isn't enough to make a car great.
Mustang lovers needn't have worried. The all-new 2005 model is a far more convincing blend of past and present. Driven in and around Los Angeles, the Mustang's bravura styling drew nonstop stares.
Classic 'Stang design cues are all there: the fastback profile that instantly recalls the '67 model; the shark snout and galloping pony badge; the three-bar tail lamps and deep-dish retro gauges. Unlike the T-Bird, the Mustang looks retro yet relevant. And the attitude is pure Detroit bad boy.
So is the engine. Hit the gas and the GT's all-new 300-hp, 4.6-liter V-8 announces its caveman nature with a guttural roar and a whiff of tire smoke on its way to 60 mph in 5.3 seconds. The exhaust is expertly tuned for a blue-collar rumble; even the base Mustang's 210-hp V-6 sounds a surprisingly hearty note for an engine of its size.
A hugely improved five-speed Tremec manual shifter has a nice chunky mechanical feel, while the five-speed automatic accommodates performance or laid-back driving. Steering feels a bit loose in the straight-ahead position, and turn-in could be sharper.
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| 2005 Ford Mustang GT |
Ford decided to soldier on with the Mustang's traditional solid-axle rear suspension, and the new version is admittedly as good as this design gets -- the car hugs turns with aplomb, its hindquarters less prone to hop and bop over bumps. But push it hard, and it just can't match a good independent rear suspension for handling, period. That truth is illustrated by Ford itself, whose SVT division will adopt an independent rear for its upcoming high-performance 'Stang
The street-fighter look belies the newly civilized ride and interior. A stiff new structure banishes shakes and rattles; a six-inch-longer wheelbase helps expand the once claustrophobic interior. And the cabin's layout vastly improves the former contortionist relationship between driver and controls. The cabin is quieter too, though L.A. freeway bumps still transmitted modest noise inside.
| 2005 Ford Mustang
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| • | Base price: $19,410 to $24,995
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Front seats are well bolstered to hold you in place, but they're a bit soft. In Mustang tradition, the back seat remains a penalty box. And while there's real nostalgic flair inside, those good vibrations are sullied by some chintzy cabin bits that look more leftover '90s than revived '60s.
The Mustang doesn't pretend to be a sports car in the league of the 'Vette, which costs double. But it's still a heap of high-testosterone fun, sliding its tail with ease when you try out your Steve McQueen "Bullitt" impersonation.
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