Pros :
- Modern-retro styling theme looks great.
- Finally gets a brand new platform.
- Tons of tire-smokin' torque.
- Better suspension means better handling.
- High bang-for-buck factor.
Cons :
- Retro styling may put off some buyers.
- Very tight rear accommodation.
- A step backwards in aerodynamics.
- No manual shift capability in automatic gearbox.
- Still doesn't have independent rear suspension.
Interior :
Press Coverage :
Since its dramatic 1964 introduction, the Ford Mustang has been the icon of American performance and style, capturing hearts worldwide. For 2005, the Mustang combines an all-new, fully modern architecture with all the soul that makes a Mustang a Mustang – bold style, a brawny engine and rear-wheel-drive excitement. Based on an all-new, fully modern body structure and chassis system featuring advanced MacPherson struts and a three-link live axle with Panhard rod, Mustang boasts an overall ride sophistication unmatched by any of its ancestors. There is no mistaking the new Mustang as the latest evolution in a long line of intentionally bold, uniquely honest, purely American sports cars. Its signature long hood and short rear deck play on 40 years of history, as do classic design cues that have helped define Mustangs since the ’60s: C-scoops in the sides, three-element taillamps and a galloping horse badge in the center of the grille. The Mustang’s shark-like nose with the forward-leaning grille gives it an attitude reminiscent of the 1967 model, while jeweled round headlamps in trapezoidal housings deliver a striking new design flair.
Engineered from the ground up to deliver a more rigid body structure with less added weight, the 2005 Mustang Convertible features a better-sealing top with improved rearward visibility. All of this comes in a more solid, quieter package that gives a nod to the great Mustang convertibles of the late 1960s with a crisp, formal roof-up profile. The 2005 Mustang convertible's all-new "floating" five-bow power top with z-fold construction provides a more finished, tidy, top-down appearance. The windshield header panel is raked slightly backward to assist in airflow management. The end result is less buffeting in the interior.
A new-from-the-ground-up chassis and careful attention to vehicle dynamics give the all-new Ford Mustang GT world-class ride and handling. The starting point is an all-new, purpose-built, muscle-car platform with exceptional body stiffness and a very high strength-to-weight ratio. Engineers carefully examined the BMW M3, a car believed by many to deliver just such qualities, before they laid out the Mustang's suspension. They used lessons learned from the M3 and the Lincoln LS to create the new Mustang's chassis design. Mustang engineers settled on using a coil-over MacPherson strut front suspension with reverse "L" lower control arms made of lightweight I-section steel. For 40 years, Mustangs have featured ever-improving solid rear axle designs. To combat wheel hop, engineers opted for a three-link architecture with a Panhard rod that provides precise control of the rear axle. Constant rate coil springs and outboard shocks are tuned for a firm, yet compliant, ride. The GT version of the car incorporates a separate rear stabilizer bar to reduce body lean further.
Bigger usually means better when it comes to brakes, but that is only part of the story behind the 2005 Mustang’s sophisticated standard four-wheel-disc braking system. Along with Mustang’s biggest-ever rotors and stiffest calipers, comes a new, four-channel anti-lock braking system standard on GT. In addition to helping prevent wheel lock-up, the new system has electronic brake force distribution, which distributes braking power to the wheels where it can be used most effectively. Dual piston aluminum floating front calipers clamp down on 316 mm (12.4-inch) front brake discs on GT models – an increase of more than 15 percent in rotor size. Rear rotors are vented. Single-piston calipers sweep 18 percent more area than the rear brakes on the previous Ford Mustang.
The array of wheels available on the 2005 Mustang is engineered to meet demanding performance requirements. The standard 17-inch wheels on Mustang GT are 8 inches wide and equipped with Pirelli P235/55ZR17 W-speed-rated all-season performance tires for year-round driving. In concert with the ABS and traction control systems, the new, all-season tires make Mustang more practical in rain, ice or snow.
A new V8 engine pumps the Mustang GT up to an impressive 300 horsepower and 315 foot-pounds of torque – enough to get any muscle-car enthusiast’s heart racing. The GT’s 4.6-liter, three-valve MOD V-8 packs 40 more horsepower than the current V-8 and more than 50 percent more power than the fiery small-block 289-cubic-inch V-8 that propelled the 1964 model to stardom. This new level of performance – on regular gas – is made possible by intelligent application of modern technology, including all-aluminum construction and a new head design that incorporates three valves per cylinder and variable cam timing. Electronic throttle control is new to Mustang for 2005. Each engine has been tuned to provide heart-warming performance sound and feel, without unwanted noise, vibration and harshness. New, faster electronic processors with more computing muscle and memory enable Mustang’s more powerful engines to deliver even better fuel economy with lower emissions. One of the keys to producing 300 horsepower from this relatively small displacement is Mustang’s new single-overhead-cam, three-valve cylinder head design with variable cam timing. The new head gives the engine a higher compression ratio than previously possible on regular 87 octane gasoline. The Mustang’s torque curve is steeper and peaks at 315 foot-pounds at 4,250 rpm.
For the first time, Mustang is available with a five-speed automatic transmission. The 5R55S automatic, also used in the Lincoln LS and Ford Thunderbird, has closely spaced ratios that keep the engine in its power band to produce better acceleration, with a wide ratio that provides remarkably good highway fuel economy. The new powertrain control computer delivers benefits in the transmission, as well as the engine, by precisely controlling shift duration and shift timing. Throttle position, engine speed, load, environmental factors and other parameters guide the transmission shift schedule. For those who prefer to compute their own shift points, five-speed manual transmissions are standard on the 2005 Mustang GT. The V8 powered GT is equipped with a rugged Tremec 3650 gearbox, improved for shift quality and efficiency. An all-new shift linkage is designed to provide quick engagement of the gears, producing a solid feel and none of the "notchiness" apparent on some previous Mustangs. The boosted hydraulic clutch reduces pedal effort while still offering a performance feel. The V8 clutch has been enlarged to handle the 300 horsepower of the new 4.6-liter, three-valve MOD engine.
The rear axle ratio is 3.55:1 for the Mustang GT when equipped with a manual transmission. All other Mustangs use a 3.31:1 final drive ratio. The Mustang GT comes standard with a traction-lock 8.8-inch rear axle for smooth launches and better grip on loose or slippery surfaces. Standard on the Mustang GT, the traction control system takes advantage of the new Mustang’s high-speed communication network by using sensor information from both the engine controller and the ABS to quickly detect whether the vehicle is on dry pavement or is negotiating a slippery surface. The new electronic throttle system and brake system thus work smoothly in concert to reduce wheel spin. But this is a muscle car, after all, so Mustang’s traction control is tuned a little differently. On dry pavement, the system allows more rear wheel slip under acceleration, enhancing the performance feel of rear-wheel drive. This means drivers still can "hang it out" a bit when the going gets particularly spirited. If the system detects slippery conditions associated with snow, ice or wet roads, it acts more aggressively to help the driver maintain stability. On those occasions when traction control isn’t desired – such as a smoky burnout at the drag strip – drivers can deactivate the system with a button conveniently located on the instrument panel’s center stack, just to the right of the gauges. Another push will turn the system back on; otherwise, it will activate automatically the next time the vehicle is started.
The Mustang V6 and GT models are clearly distinguished. Out front, the V8 Mustang GT has a more aggressive nose, with circular fog lamps in the black grille in line with the headlamps. The lower fascia is upright, with an "air dam" performance look. The Mustang GT also has body-color lower rocker panel extension. The GT features semi-circular cutouts behind each wheel to accommodate the car’s large exhaust pipe tips. The GT also gets a raised spoiler on the decklid. Exterior color choices include black, white, silver, red, burgundy, bright blue, dark blue, mineral gray, yellow and Mustang Legend Lime Gold.
On GT models, the available Interior Color Accent Package – charcoal with red leather seating surfaces, red door inserts and red floor mats – is as much a jaw-dropper as the interior of the acclaimed concept vehicle that inspired it. The cabin is accented with real aluminum hardware for a look of technical precision. The cockpit is dominated by large, circular, chrome-ringed speedometer and tachometer gauges with radial numeric markers in a classic Mustang style. The barrel-like performance gauges are located on either side of a panel that offers information on fuel level, battery, oil temperature and pressure. It can be customized at the push of a button. Thanks to the industry’s first available color-configurable instrument cluster, Mustang owners can mix and match lighting to create more than 125 different color backgrounds to suit their personality, mood, outfit or whim. The technology makes use of light-emitting diodes – green, blue and red – projected through "light pipe" fittings on the sides of the speedometer, tachometer and vehicle operation indicator panel. The center stack is clean and uncluttered for easy use of the radio, climate control and other controls. The short-throw five-speed manual shifter is topped with a substantial knob to deliver a feel of precision and control. The automatic shifter is beefy, with a classic T-handle top.
In addition to the color accent package, Mustang boasts an available appearance package that adds real aluminum panels across the width of the dashboard. These panels are horizontally ribbed, providing a tactile, as well as visual accent. As part of the package, manual transmission cars get an aluminum shifter knob, while automatics feature aluminum trim on the shaft and T-handle. A bright trim ring surrounds the base of the shifter, and steering wheel spokes are wrapped in aluminum. The appearance package also includes black door panel inserts that help set off the extra metal hardware, such as brushed-metal-finished door handles. Bright aluminum kick plates on the doorsills bear the Mustang name in capital letters. The base Mustang features highly supportive, cloth bucket seats that are comfortable on even the longest drives. Options include leather seating surfaces, six-way power seat adjustment and a tilt steering wheel. Most frequently used controls are located within easy reach, including speed control buttons that are mounted on the steering wheel spokes. Consoles overhead and between the front seats provide handy spots for small items. Dual cup holders in the center console and deep pockets in each door offer additional storage. Two 12-volt power points are standard – a single in-dash power point and a hidden power point in the armrest storage area of the center console. Overall, the new model offers the driver 0.5 inch more headroom and 1.8 inches more shoulder room. Rear passengers also enjoy 1.1 inches more legroom and 1.2 inches more shoulder room in their sculpted bucket seats. For cargo versatility, split-folding rear seatbacks are standard, and the trunk capacity is 12.3 cubic feet – an increase of 13 percent.
The all-new, all-American 2005 Ford Mustang is a bold, clean and contemporary version of history’s most celebrated muscle car. Its design is rooted in an unmistakable heritage that gave birth to an icon and, more recently, unceremoniously nudged some of its traditional competitors into retirement.
Ford Motor Company
This 4.6-liter, all-aluminum V8 sports three valves per cylinder which, along with variable valve timing, allows for a deliciously broad spread of power. A nice bonus is that one needn't feed this steed expensive oats; 87 octane fuel is just fine.
Whether you prefer an automatic or a manual gearbox in your new GT, you'll have five gears at your disposal. The do-it-yourself version has the improved shifter mentioned earlier, and the automatic is sourced from the Lincoln LS/Thunderbird. You already know that we like the stick, but the automatic proved to be the big surprise; it didn't let us down once. Under hard acceleration, changes up through the gears were so swift and smooth that there was no letup in the gratifying shove to our backsides. Downshifts were equally eager — no annoying lag, just a quick dip down into the power to get by those semiconscious sorts who tend to dawdle in the passing lane.
Night and day. That's the difference between the '04 and '05 versions of the Mustang GT when the road throws you a curve. Where the '04 felt like an ornery old pony that was lazy to respond to the reins and not smooth when doing so, the new one handled like a quarter horse, turning crisply into the turns while displaying a flatter and much more composed attitude when charging through them.
Edmunds.com
In old 'Stangs the steering seemed to have a mind of its own, especially over roughly paved roads, while the rear live axle was struggling to stay planted on the ground too. The new car's steering is an utter delight - dial it in, use the throttle to modulate around tight corners, and let it unwind in a natural progression.
Ford chose to stick with a live-axle setup because the racing set prefers it for truly outrageous amounts of power. "We talked to a lot of Mustang owners as we were developing this program," said Hau Thai-Tang, chief engineer. "They are a very passionate group, and a lot of them told us - very strongly - that the all-new Mustang had to have a solid rear axle." And yet, because of the ultra-stiff body shell and a rethought rear end with a three-link live axle and a Panhard rod, the Mustang's suspension doesn't behave much like the live axles of old. Like the new Pontiac GTO, the Mustang stays pretty much nailed to the road in those same rough corners. Our colleague and friend Csaba Csere from Car and Driver says the Mustang almost doesn't feel like it's a live axle anymore, which is what drivers in town and on country two-laners will agree. The ride quality is just on this side of the line between taut and stiff, with cars like the Nissan Z and MINI Cooper way on the other side.
The Car Connection
History:
1999-2004 Ford Mustang GT
4,605 cc / 260 hp / 302 lb-ft / 3241-3379 lbs / 0-60 mph 6.1 sec.
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