1999 Ford Mustang Review

Specifications

The Millennium Pony

The turning of the millennium was big news. The millennium bug was supposed to tear our technology-dependant society apart, riots were surely going to demolish most if not all metropolitan areas, dogs and cats would turn feral and eat their owners and aliens were going to rein fire down from the heavens a la Independence Day (the one with Will Smith, not George Washington). But amid all this hubbub and fear-mongering, one singular news item stood head and shoulders above the rest as the single most important event of 1999: the release of a new Mustang.

Ok, so maybe thats a bit of a stretch. But the 1999 Mustang was definitely important in its own right. Freshly skinned and thoroughly updated, the new model boasted creased and taut lines where the previous models were smooth and curvaceous. The pony grille remained, although the side inlets grew larger, angular and more evocative of the 65 Mustangs side cladding. Likewise the taillights resembled stylized versions of the originals 3-vertical stripe layout. A faux intake scoop on the hood set the front end off well, and combined with the downright angry looking headlights, allowing the Mustang to enter the scary new millennium with a vastly more aggressive air.

Inside, the cabin was redesigned, albeit rather pointlessly. Although designers reworked the entire interior to update it, they didnt fix two of the largest complaints Mustang owners had: the tiny radio controls and distant gauges.

As usual, not much had changed underneath the new Mustangs skin. The same platform, that dated all the way back to the late-70s Ford Fairmont was still underpinning this new millennium Mustang, although Ford engineers were quick to defend themselves (and their jobs) with a reportedly new rear suspension and revised gearing that resulted in quicker launches from standstill. And granted, the 99 and up Mustangs certainly did stick better, with both the V6 and GT posting performance numbers remarkably close to those claimed by the Cobra. In fact, the GTs performance figures were so good that some contemporary reviewers mused as to the purpose of the Cobra in the Mustang lineup, communicating that an optioned out GTs performance was close enough to justify saving the significant chunk of change required to jump up to the Cobra.

But for all the GT and Cobra ballyhooing, the V6 remained the true staple of Mustang sales. The choice of rental car fleets the world over, the base Mustang was significantly improved in 99. Thanks to a new intake system, the 3.8L V6 managed to gain a massive 40 horsepower, bumping the power output to 190 horsepower. To put it in perspective that meant the 1999 Mustang V6 was closer in power output to the 1994 5.0L-powered Mustang GT than it was to the 1998 Mustang V6. So, to say all that power transformed the car would be an understatement. All this new-found performance, combined with the six cylinders lighter weight, meant even the Secretary Special was a fun car to drive, with enough muscle to slingshot her out of corners at fun, if not frightening speeds.

The perennial Tremec 5-speed was still the standard transmission, and it was still a tad on the notchy side, leading most base model buyers to check the box on the order sheet entitled “4 Speed overdrive automatic.” Fuel economy was still relatively excellent, and the suspension was still far more comfortable than the more aggressive GT and Cobra models. The only real problem with the V6 was its mundane appearance compared to the GT and Cobra models; something Ford remedied in 2000 with a new Sport Appearance Package. Incorporating a rear spoiler, bright alloy wheels and body-side stripes, the Sport package gussied up the V6 without infringing on the GT and Cobras visual dominance.

Of course, the two V8 models dominance wasnt purely visual. Starting with the GT, the performance-oriented Mustangs were both thoroughly reworked. Much like the V6, the GT was the recipient of some much needed engine work; new intake valves, camshafts and a beefed up coil-on-plug ignition system amounted to 35 more ponies than the previous years model; bringing the GTs output to a far more respectable 260 horsepower. It was still lagging behind the Camaros though, something that the Ford engineers compensated for by adding shorter gears to the rear end which in turn shortened the sprint to 60 and the quarter mile to 5.4 and 14 seconds, respectively. Those numbers surprised a lot of people and were actually better than any stock Mustang before, including the infamous Cobra models.

Best of all though was the 4.6L V8s excellent power delivery and sound. With 302 pound feet of torque arriving at 4,000 rpm and an authoritative bark from the exhaust, accelerating out of a corner was close to a spirtiual event that eclipsed the passing of the millennium itself. Best of all, the GT remained unchanged throughout the models span, gaining a non-functional hood scoop in 2002, and 17-inch wheels in 2001. That means pretty much every single model year of GT is just as good as the next!

Finally, there is the almighty Cobra. Everyone should, at some point in their life, get to drive one of these cars, for they are the very definition of ferocious. Equipped with 320 horsepower, the 1999 SVT-tuned Cobra model looked similar to the GT, but was surprisingly different under the skin. The motor was a dual overhead cam version of the 4.6L, but the real news for 1999 was the revised suspension. No longer the typical band-aid solution of simply fitting firmer springs and shocks like those found on previous Cobras, the 99 sported an all-new fully independent rear suspension setup. Far more capable on rough, uneven pavement, the IRS system was a double-edged sword in that its rear end quickly developed a reputation for grenading under high load. And given the engine responded famously well to modification, easily rising above 500 horsepower, those rear ends were just accidents waiting to happen. Of course, given that the rear ends had trouble surviving with just 320 horsepower, you can imagine what the 2003 model did to them when it debuted with a supercharged version of the DOHC 4.6L that punished the rear tires with 390 horsepower and 390 foot pounds of torque. Shattered differentials became a way of life for aggressive Cobra drivers. However, for all their ill repute, a potential buyer shouldnt be deterred by the fragile rear ends; numerous aftermarket braces exist to prevent this from happening.

In Mustang tradition, any one of these three versions will supply their owner with driving enjoyment beyond what their price tags suggest. The V6 can be had for a song and a dance, and in todays modern world of soul-sucking hatchbacks, theres something to be said for walking out to the driveway every morning to be greeted by a truly iconic motorcar. The GT is slightly more expensive, but is still the undisputed value leader in V8, rear-wheel drive sports coupes; Camaros may be faster but they are also more expensive, less reliable, and less easy to live with than a Mustang thanks to their longer overhangs and lower ride height. Lastly, the ultimate Mustang, the Cobra, has held its resale value in a way that would make most Honda owners jealous. The 2003 and up Cobras have gained something as a reputation as the ultimate street racing steed, what with their stock supercharged motors that are capable of handling upwards of 600 horsepower with minimal complaints. As a result, theyve collected quite the following, and prices for those particular models are quite high.

Also worth looking out for are a number of special edition Mustangs built as part of Fords “Living Legends” project, starting with the classy looking 2001 Bullitt, named after Steve McQueens 1968 ride in the movie of the same title set on the streets of San Francisco. Beautifully finished in dark green with unique gray-toned five-spoke rims, looking as if theyre right out of the late 60s, it featured a slightly reworked suspension that made it more compliant and better handling than the average GT. Other limited models followed, such as the 2003 Mach 1, which included a cutout in the hood just large enough to fit the classic “shaker” hood scoop stuck right on top of the engine. Very cool.

With few detractors across the board, ones buying decision shouldnt so much be a question of needs as of budget; while some will argue the economical V6 is fine for tootling about town, it usually only takes but one trip in a GT to sway those once economy-minded individuals to the side of the immortal V8. As for the Cobra, it is, well… ungodly, and carries with it a borderline ungodly price tag. But, as with any of these cars, can you really put a price on happiness?