Mustang was a marketing success from the get-go. Here was a car so in tune with its times that it grabbed a whole generation by the lapels and shook them up. The clean, cool styling of the first, 1965 models got buyers to nibble. But what really hooked them was the menu. Mustang's long-as-your-arm option sheet allowed people to personalize their rides, depending on tastes and budget. The combination of a hot looking car, a nice price and a have-it-your-way marketing approach made for record-breaking sales. By the time Mustang hit its second anniversary, over one million had rolled off the assembly line and into American driveways.
Design
America has logged a lot of miles on its odometer since then, but the original pony car continues to thrive today for largely the same reasons that the first ones did. The design resonates with young (or young-minded) buyers. And no matter where you are on the thrifty/sporty/luxury continuum, you can spec a 'Stang to fit the bill.
Mustang design for 2008 is substantially the same as it was in 2005—the year the car last underwent a clean sheet redesign. The body shows the influence of classic '67-'68 models. It's tricky business—styling with an eye toward history, without living in the past—but Ford's designers really nailed it. The nouveau retro look is muscular and modern: an old school Mustang vibe with some modern updates.
Features
Mustang is offered in coupe and convertible body styles. Two trim levels—Deluxe and Premium—can be had on either V-6 models, or the V-8 powered GTs. Ford also joins with revered car racer/builder Carroll Shelby to produce a limited run of high performance Shelby GT500 and GT500KR models, and 2008 marks the return of the Mustang Bullit, a 315-hp, enhanced Mustang GT. Our test drive focused on the heart of the Mustang lineup—the GT, in both hardtop and convertible guise.
Side airbags are a new addition to the standard equipment list, and three hues were added to the color charts. Among the newly available features for 2008 are High Intensity Discharge headlights, an interior ambient lighting system and the Warriors in Pink Package that supports Breast Cancer research and features pink interior and paint accents. A California Special package is available on GT Premium models and includes 18-inch wheels, side scoops, unique striping and exhaust tips, a larger air intake, and unique front and rear fascias.
Performance
Powering GT models is Ford's 4.6-liter V-8. The all-aluminum V-8 delivers 300 horsepower (@ 5,750 rpm) and 320 lb.-ft. of torque (@ 4,500 rpm). It's coupled to a five-speed Tremec manual transmission or optional five-speed automatic. The 4.6/stick combo is easy to endorse. The engine is smooth and quick, with a great exhaust note. The shifter has a fairly snappy stroke, and gearing is well matched to the engine's power curve. Unlike the previous generation 5.0 V-8, the 4.6 is a spinner. There's plenty of torque on hand to come off the line, but the motor does its best work as you wind it out. A GT will make the trip from 0-60 in the low five-second range. And if you're planning a trip to the Autobahn (or just feel the need to have a conversation with members of the law enforcement community), the GT tops out north of 140 mph.
Fuel economy is right in the neighborhood that you'd expect for a 300 horsepower car. EPA estimates for a 2008 GT are 15 city/23 highway (stick), 15/22 automatic. In our most recent GT test, we logged a little better than 21 mpg in over 500 miles of driving, with a heavy dose of freeway flying—pretty impressive for V-8 performance.
Platform
This generation of Mustang rolls on a chassis stretched about six inches longer than the previous Fox platform. Fitted to the new platform is an old school live axle in back, not an independent suspension. The reasons for the design are as solid as the axle. Cost, for one: A more sophisticated independent rear setup would add to the Mustang's bottom line. Mustangs are rear-wheel drive. The layout is less than ideal for the season of slush, so many snow-belters tuck their ponies away for the winter. In warmer months, or if you live in an area where this is a non-issue, you can fully enjoy the benefits of rear-wheel drive. The steer-with-the-front/drive-with-the-rear wheels setup is the preferred arrangement for a performance car. The GT has good overall grip and corners predictably.
As with any solid axle car, hitting a large bump in mid-curve will get the driver's attention. Brakes are four-wheel disc, suitably stout, with standard ABS. One problem common to convertibles is cowl shake, that Jell-O like shimmy that some cars exhibit when riding over a rough road. The culprit is structural stiffness, lost when the top is chopped. The GT convertible was designed to be a convertible from the get-go. The current generation ragtop is twice as stiff as the car it replaces. Cowl shake doesn't rise above moderate levels. The suspension for GT convertibles is calibrated differently than with coupes. The former rides a little softer than the latter.
Convertible
Key to a convertible's enjoyment is how simply they convert, top up to top down. The GT makes the trip in about 15 seconds, after you pop two header latches and push a button. The top folds "z" style, and sits in a compact stack behind the back seats. The topless look is so finished that you really don't need the (surprisingly optional) convertible boot cover. With top down, there's minimal wind buffeting in the cabin, and it's quiet enough at highway speeds to hold a conversation without having to shout. The top seals snugly when raised. There are the typical convertible blind spots in the 3/4-rear views, due to the wide c-pillars. Drivers adopt a trust (your mirrors) but verify (with your eyes) approach to lane changes. Speaking of visibility, hardtops, have improved sight lines due to a blast from Mustang's past. Rear 3/4 windows—a design shout-out to '60s Shelby cars—make it easier to spot cars hiding alongside.
Design
America has logged a lot of miles on its odometer since then, but the original pony car continues to thrive today for largely the same reasons that the first ones did. The design resonates with young (or young-minded) buyers. And no matter where you are on the thrifty/sporty/luxury continuum, you can spec a 'Stang to fit the bill.
Mustang design for 2008 is substantially the same as it was in 2005—the year the car last underwent a clean sheet redesign. The body shows the influence of classic '67-'68 models. It's tricky business—styling with an eye toward history, without living in the past—but Ford's designers really nailed it. The nouveau retro look is muscular and modern: an old school Mustang vibe with some modern updates.
Features
Mustang is offered in coupe and convertible body styles. Two trim levels—Deluxe and Premium—can be had on either V-6 models, or the V-8 powered GTs. Ford also joins with revered car racer/builder Carroll Shelby to produce a limited run of high performance Shelby GT500 and GT500KR models, and 2008 marks the return of the Mustang Bullit, a 315-hp, enhanced Mustang GT. Our test drive focused on the heart of the Mustang lineup—the GT, in both hardtop and convertible guise.
Side airbags are a new addition to the standard equipment list, and three hues were added to the color charts. Among the newly available features for 2008 are High Intensity Discharge headlights, an interior ambient lighting system and the Warriors in Pink Package that supports Breast Cancer research and features pink interior and paint accents. A California Special package is available on GT Premium models and includes 18-inch wheels, side scoops, unique striping and exhaust tips, a larger air intake, and unique front and rear fascias.
Performance
Powering GT models is Ford's 4.6-liter V-8. The all-aluminum V-8 delivers 300 horsepower (@ 5,750 rpm) and 320 lb.-ft. of torque (@ 4,500 rpm). It's coupled to a five-speed Tremec manual transmission or optional five-speed automatic. The 4.6/stick combo is easy to endorse. The engine is smooth and quick, with a great exhaust note. The shifter has a fairly snappy stroke, and gearing is well matched to the engine's power curve. Unlike the previous generation 5.0 V-8, the 4.6 is a spinner. There's plenty of torque on hand to come off the line, but the motor does its best work as you wind it out. A GT will make the trip from 0-60 in the low five-second range. And if you're planning a trip to the Autobahn (or just feel the need to have a conversation with members of the law enforcement community), the GT tops out north of 140 mph.
Fuel economy is right in the neighborhood that you'd expect for a 300 horsepower car. EPA estimates for a 2008 GT are 15 city/23 highway (stick), 15/22 automatic. In our most recent GT test, we logged a little better than 21 mpg in over 500 miles of driving, with a heavy dose of freeway flying—pretty impressive for V-8 performance.
Platform
This generation of Mustang rolls on a chassis stretched about six inches longer than the previous Fox platform. Fitted to the new platform is an old school live axle in back, not an independent suspension. The reasons for the design are as solid as the axle. Cost, for one: A more sophisticated independent rear setup would add to the Mustang's bottom line. Mustangs are rear-wheel drive. The layout is less than ideal for the season of slush, so many snow-belters tuck their ponies away for the winter. In warmer months, or if you live in an area where this is a non-issue, you can fully enjoy the benefits of rear-wheel drive. The steer-with-the-front/drive-with-the-rear wheels setup is the preferred arrangement for a performance car. The GT has good overall grip and corners predictably.
As with any solid axle car, hitting a large bump in mid-curve will get the driver's attention. Brakes are four-wheel disc, suitably stout, with standard ABS. One problem common to convertibles is cowl shake, that Jell-O like shimmy that some cars exhibit when riding over a rough road. The culprit is structural stiffness, lost when the top is chopped. The GT convertible was designed to be a convertible from the get-go. The current generation ragtop is twice as stiff as the car it replaces. Cowl shake doesn't rise above moderate levels. The suspension for GT convertibles is calibrated differently than with coupes. The former rides a little softer than the latter.
Convertible
Key to a convertible's enjoyment is how simply they convert, top up to top down. The GT makes the trip in about 15 seconds, after you pop two header latches and push a button. The top folds "z" style, and sits in a compact stack behind the back seats. The topless look is so finished that you really don't need the (surprisingly optional) convertible boot cover. With top down, there's minimal wind buffeting in the cabin, and it's quiet enough at highway speeds to hold a conversation without having to shout. The top seals snugly when raised. There are the typical convertible blind spots in the 3/4-rear views, due to the wide c-pillars. Drivers adopt a trust (your mirrors) but verify (with your eyes) approach to lane changes. Speaking of visibility, hardtops, have improved sight lines due to a blast from Mustang's past. Rear 3/4 windows—a design shout-out to '60s Shelby cars—make it easier to spot cars hiding alongside.
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