2005 Ford Mustang Review

Specifications

The Knockem Down, Dragem Out Modern 1960s Muscle Car

A few minutes into my relaxing ferry ride from the mainland to a west-coast island, the following announcement blared out over the ships P.A. system: “Would the owner of the new, green Ford Mustang GT please return to the upper car-deck and reset your alarm.” Frankly I wasnt even aware that I had set the alarm, but with head hung in shame I slunk my way to the upper car-deck and there was greeted by a car-enthusiast deck attendant and several annoyed passengers.

After I returned an atmosphere of civility to the car deck, the attendant engaged me in a conversation about how “cool” the new Mustang looks. He summarized his comments with, “it must be really expensive.” Not so bad I said, quoting the GTs starting price. “Wow, I thought it would be way more,” was the animated reply.

I probably would have remained mute about my alarm indiscretion, had the young attendant not been the second individual to lustily ogle the GT and strike up a conversation. While in line, prior to loading, a middle-aged gent knocked on my window and waxed on about his 1966 Mustang and how the new version is so reminiscent of the ponies of yore.

In my view, these two events within the space of 30 minutes are representative, regardless of age or generation, of the new Mustangs appeal. The DNA from the 1960s Mustangs is bred so effectively into the new pony, that when first displayed, folks of all ages knew instantly that it was a Mustang. Nowhere on the vehicle, though, is there a “Mustang” nameplate or badge - that is brand awareness manufacturers would kill for.

My first ride in the 05 Mustang GT was in an early production model piloted, or should I say rocketed, by none other than Champ Car racing driver, Alex Tagliani, during a Ford press event. After the first drop of the clutch, I knew Ford had more than just a great-looking retro car on its hands. The “GT” designation puts a growling V8, hooked-up to the rear wheels through either a five-speed manual or five-speed automatic gearbox, beneath the Mustangs long hood. This isnt a drivetrain for wimps or tree huggers; its an edgy, performance-oriented setup that likes its fuel. And according to my auditory perception, its also the best sounding American iron in todays performance market.

With the aid of three valves-per-cylinder, the 4.6-liter (281 cu in) SOHC V8 hammers out 300 horsepower and 320 pound-feet of torque. That amount of kick is inspiring for a vehicle tipping the scales, in GT togs, at only 3,445 pounds. Although peak torque arrives when the tachometer is soaring at 5,400 rpm, there is plenty of it available throughout the rev range thanks to the engines variable valve timing technology.

Once the GT is at cruising speed, routine passing can be confidently undertaken without the need to gear down, but what would Steve McQueen say about that? This V8 loves to rev, and as cogs are swapped, it roars to its redline time and time again with nary a hint of breathlessness. Power delivery is linear and unrelenting, launching the GT to 60 mph in a breathtaking 4.9 seconds (5.1 seconds with the automatic), while emitting a roar through its twin pipes that would have the MGM lion choosing flight over fight.

I was tickled to find my Legend Lime-colored tester was equipped with a manual mixer, rather than the optional autobox. This short-throw, short-lever unit notched through the slots with accuracy, but a firm hand was needed due to shift actuation that is a tad on the stiff side. The clutch engaged progressively, at the high end of its travel, which made shifting like a pro - or old Steve - that much easier.

Unlike the manual drivelines in premium performance cars like the V8-powered Audi S4 and BMW 540i, the Mustangs driveline is slightly less polished, emitting more noise and slap. But thats not necessarily a bad thing, especially to the truly performance-minded folk who prefer not being over-insulated from the raw power under foot, and who savor every mechanical nuance in its production.

While marveling at the driving skill and gear-change mastery displayed by Tagliani during our blast last autumn, I listened eagerly to his passionate endorsement of the GTs handling prowess, which he demonstrated several times over. Now that I have moved from co-pilot to pilot status, I can personally attest to the track-worthiness of its springs. But along with the Stangs razor-sharp handling comes a fairly decent ride - due in part to a chassis that is 31 percent more rigid than ever before.

Connected to the firmer structure is a pair of MacPherson struts up front bolstered by a stabilizer bar. Holding the rear in check when the power hits is a three-link solid axle design with coil springs and a rear stabilizer bar. Ford claims the Mustangs solid axle setup is more robust and better able to handle the GTs muscle than an independent rear suspension arrangement. Throughout my testing, I never felt that handling or ride quality was compromised by the rigid design. The car feels beautifully balanced and completely predictable when forward thrust combines with centrifugal force, drifting the tail wide during spirited cornering.

Countering the cars mighty propulsion system is a set of powerful, four-wheel ventilated disc brakes, standard on all 2005 Mustang models. On the GT, antilock technology is also standard equipment. My test stops were straight and sure, free of fade and shudder regardless of the speedos mark when the vice-grips snapped tight, and pedal effort was just right for a performance vehicle - not too sensitive or too vague. Restricting the unbridled rotation of the optional 17-inch alloy wheels is an all-speed traction control system that comes standard on all new Mustangs. A dash-mounted button provides easy deactivation of this parental-like device, allowing the powerplants full force and effect to be heard and felt.

Adding to occupant protection in the Mustang is Fords Personal Safety System, which customizes the deployment level of the driver and front passenger dual-stage airbags. Front seat side-impact airbags are available on both the base and GT Mustangs. When it comes to audio systems in the smartly executed interior, Ford has pulled out all the stops. The base audio system is a dynamic-sounding, Shaker 500-watt unit with a six-disc in-dash CD player. And if that is not good enough for the rapper owner, try this - a 1,000-watt Shaker audio system featuring nine speakers, including two trunk-mounted subwoofers.

Further extending the coolness factor in the GTs cockpit is the ability to select from a variety of different colors to illuminate the six-gauge instrument cluster. Adding nostalgically to the 1960s performance-look of the cockpit is satin aluminum trim across the dash and on the three spokes of the “grooviest” steering wheel Ive seen in years. These salutes to yesteryear are part of an interior upgrade package that shouldnt be overlooked by those hoping to capture the full 60s theme.

Overall, the GT interior is well-assembled and generously outfitted with or without the upgrade package; however, some of the hard plastics within could use a warm-over to soften their feel and elevate the cabin to premium car standards. Otherwise, there is very little to complain about, other than rear seat constriction forcing passengers to assume yoga-like contortions during ingress and egress. Leg and head room, while more than ample up front, are severely curtailed in the rear. But, hey, what do you expect from a Mustang GT? If you want room in the back to stretch limbs and torso, buy a Five Hundred. For those of us more concerned with engine muscle than muscle cramp, the Stang has all the space needed - not to mention all the muscle!

When the “GT” badge goes on, plenty of content goes in, including power windows and mirrors, remote keyless entry, manual climate control, cruise control, six-way power drivers seat and 50/50 split folding rear seat. Equipment groups and packages include Active Anti-Theft System (otherwise known as ferry alarm), Handling Package, Interior Color Accent Package and Interior Upgrade Package. Also part of GT trim is the pair of fog lights set classically into the front grille.

From the cranking of its starter to the spinning of its rear rubber, driving the 2005 Mustang GT is a full-on visceral experience. Ford really needs to take a bow for pulling off such a great looking, great performing, true-to-its-roots pony car. And did you get a look at the price? Simply the best knockem down, dragem out muscle car value going.