A Bullet of a Ride - John Dinkel takes on the new 2005 Ford Mustang There’s an expression that goes something like this: "If it walks like a duck, and it quacks like a duck, and it looks like a duck, it must be a duck. Well, the person who wrote those words never drove a 2005 Ford Mustang because the only connection between the new car and its predecessors, except for the looks, is purely coincidental. To my eyes that is both the strength and the weakness of the new design. Frankly, I was tired of retro design the first time I saw one, and the 2005 Mustang does nothing to change my mind. I lived the Sixties, and if I wanted a Mustang that looked like a 1969 Mustang, I’d buy a 1969 Mustang. I don’t need a 2005 Mustang to remind me of my misspent youth. Retro tells me someone in design doesn’t have the vision to move a current design theme into the future. Does that sound a-Mays-ing or what? That said, there is very little else not to like about the new Ford pony car. It is new from stem to stern and from ground to roof. It has classic pony car proportions with a long hood and a short deck . . . the latter a little too short to my eyes. But the wheelbase has been stretched by six inches and the wheels have been moved out to the corners, especially up front, so the overhangs are diminished, providing a much more contemporary look to the overall package. Can I say it looks less hung over? I’ll drink to that! That wheelbase stretch makes for much more breathing room inside. While occupants won’t be rattling around in their seats, front or rear, all four occupants will find the friendly confines of the new Mustang much less confining. More to the point, the H-point of the previous car, which dates back to the Fairmont and Zephyr (they were the sedans built on the Fox platform that also sired the Mustang) with all its ergonomic deficiencies, has yielded to a driving position as good as any in the comfort and convenience it provides. I spent most of my time behind the wheel of a couple of GTs which have standard power seats with the controls located on the outboard side of the cushion where good design dictates they should have been all along. Seat controls buried under the front cushion were another of the Band-Aids Mustang drivers had to live with. The tilt and telescoping steering wheel is also appreciated. Underneath, hidden from the view of all except those who get off on Panhard rods and hydraulic control arm bushings is the most sophisticated chassis setup of any production Mustang. And, yes, I’m also including the previous Cobra version in that most statement. Forgive me if I don’t pay homage to the twin holy grails of double wishbones up front and a fully independent suspension at the rear. As an engineer, I’ll take function over form and formality. Lot’s of German cars prove that cars with front struts can handle. And give me a solid rear axle over a poorly designed IRS every time. Okay, I will admit that for cornering on a washboard road, the IRS will probably win out. Is this an example of airing your dirty laundry in public? Moving right along . . .. The Mustang’s new rear suspension, with a Panhard rod assisting axle location, is four times stiffer laterally than the ’04 car. And the coil springs and rear anti-roll bar are located so that they have a much more direct action to wheel movements. For those interested techno-enthusiast readers, the ratio goes to 1:1. Up front the new ’Stang has coil-over struts and a unique lower control arm that is made from two steel stampings welded together in the shape of a I beam, which makes it not only strong but light. As light and as strong as cast aluminum but at much less cost. And if you want the bang-for-the-buck affordability for which Mustangs have long been famous, "smart" engineering such as this can help get you there. The lower control arm has a front bushing directly in line with tire loads so Ford engineers made it stiff to improve handling response. But they didn’t compromise NVH (noise, vibration, harshness) characteristics because the large rear bushing is a trick hydraulic design to improve ride and reduce harshness and vibration. The engine mounts are also hydraulic. Tokico gas pressurized shocks are used at all four corners to improve ride and handling. And the steering rack is solidly mounted to the chassis (with the ’04 car it’s rubber mounted) for more direct steering feel. Say what you will about the lack of technical sophistication of the suspension design and I will respond with just two words, "drive it!" Along with the redesigned suspensions Ford designers have endowed the Mustang chassis with a 31 percent increase in tensional rigidity and a 49 percent increase in bending strength. Combine these factors with some excellent seat-of the-pants tuning by ford’s chassis engineers and you’ve got the makings of a Mustang with ride, handling and steering response the likes of which you have never experienced on any previous Mustang. Did I mention that because the 300 horsepower V8 GT engine is all aluminum and weighs around 75 pounds less than its cast iron block ’04 counterpart that the weight on the nose drops from 57 percent to a much more handling friendly 53 percent? Did I also mention the brakes are larger discs at both ends? And that shifting efforts for the 5-speed manual gearbox are quantum leaps better than last year? And that the lever travel from gear-to-gear is considerably reduced? Okay, I just did. When I alluded to affordability previously, I didn’t mention price. Would you be shocked to learn that a Mustang GT with 300 ponies comes in at $24,995, including destination charges? That’s more power for less money than any other performance car on the planet. So smart engineering makes sense and cents. And while I’m not over the top on the new Mustang’s styling, everything else places it squarely on my 10 Most Wanted list. |
John Dinkel |
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