2005 Ford Mustang Review

Specifications

The Reuniting of Automotive Icons

Im guessing Im not alone among auto enthusiasts in having a special place in my heart for Shelby Mustang Cobras. Ive driven
a few examples over the years, with the most memorable an extremely rare and well preserved 1968 GT-500KR - KR being short for King of the Road.

Such a title might seem more appropriate for Bill Ford and Carroll Shelbys latest Mustang, the Shelby Cobra GT500 Concept. Since the automotive businesses favorite octogenarian has been back with the blue oval gang hes been very busy. He oversaw the development of the reinvented Cobra roadster which debuted at last years Detroit auto show, but due to chunky, somewhat awkward styling it drew mixed reviews. The gorgeous GR-1 concept that came along later in the year, which reportedly received even more input by the legendary racer and racecar builder, has been given rave accolades, mind you. While its pretty certain the Cobra roadster concept wont be produced, theres a decent chance that the GR-1 will get the green light once current GT production is over.

But whos got a hundred and fifty grand to buy a new supercar? Not as many people who can drop fifty large for something that might be even more desirable, at least to muscle car fans. The Shelby Cobra GT500 Concept is more than just a design exercise, but rather it shows the styling direction for the next-generation SVT Mustang Cobra coupe, a car that has won over sports car enthusiasts due to its overwhelmingly powerful drivetrain and lithe independent rear suspension (IRS) enhanced handling.

I fell head over heals for Fords new Mustang during its press introduction in Los Angeles last year. It not only drives extremely well, but has looks to die for; both reasons the domestic automaker is planning to ramp up production to satisfy current orders. The cars handling was especially impressive because I had never previously experienced a live axle setup feel so connected to the road during aggressive cornering. I remember wondering just how much better the IRS setup would be when the next-generation SVT Mustang Cobra arrived.

Sitting around the dinner table with some of Fords designers after the ride and drive, I also expressed my desire for something styled a little more like the Mustang GT concept coupe that debuted at the 2003 Detroit show, and was then told that the upcoming SVT replacement would put a unique face on the new Mustang, one that they thought I would like. Well, the new concept makes good on their promises and they were right, I like it a lot.

Its easiest to see the differences when viewing a head-on shot of both cars together. The only similar shapes are the two cars greenhouses, which appear identical, the front fender flares, sideview mirrors, the round headlight bulbs that reside behind the altogether unique plastic lens covers, and the turn signals integrated into the front fascia.

Overall, the new concept is slightly lower in ride height than the production Mustang, most easily noticeable when aligning the sideview mirrors, an attribute that makes it look longer and more hunkered down, and should deliver a lower center of gravity which should result in improved handling characteristics.

Moreover, the Shelby GT500 Concept features a completely unique grille, much more menacing than the stock Mustangs due to a frowning appearance. The headlight covers slope inward at their innermost corners, mirroring the grille opening, while the hood receives a slight rounding at its front edge which adds greater depth to the grille - which also has had its galloping horse replaced by a striking cobra.

The front bumper integrates a lower grille opening, a mirror image of the upper grille but narrower in proportion. It is flanked by twin circular fog lamps, which provide the additional lighting lost from inside the GTs grille in the transformation over to Shelby trim. The Shelbys hood seems to bulge more than the standard GT, but it could just be the addition of heat-extraction ducts or the bold white stripe treatment that continues from the front fascia, past the hood, up and over the roof and down the cars backside.

The car doesnt look all that much different than the current GT from the rear, especially now that Ive seen so many tuner versions from Saleen, Steeda and the like. A new lower valance adds a diffuser-like aerodynamic treatment, which include strakes inspired by the Ford GTs integrated rear airflow diffuser, complemented by a more aggressive decklid spoiler. The Mustang badging has been replaced by large, blocked “SHELBY” letters, while the faux gas cap now features the famed cobra, duplicating the emblem featured on the front grille and side fenders.

Speaking of the Shelbys profile, changes to the grille and the addition of the larger spoiler are the only noticeable changes, while it also gets unique GT500 stripes similar to those on the original 60s cars.

While there will be many wanting to opt for the new Shelby Mustang only for its styling upgrades, Ford promises it will also be the most powerful factory-built steed to ever take to the street when it arrives next year. Boasting more than 450-horsepower and 450 lb-ft of torque, which will make it dramatically more capable than anything to ever rumble up to the starting line in the 60s or 70s; the new Shelby features an adaptation of the current SVT Cobras 32-valve 5.4-liter supercharged V8.

Like the original 60s cars, the new 5.4 features a cast-iron block, but leaving these old mills in the dust are two 16-valve heads, one on each bank of cylinders, and a force-fed air-and-fuel mixture via a screw-type supercharger at 8.5 pounds per square inch of boost. The cylinder heads are aluminum, piston rings and bearings sourced from Fords GT racing program, plus an upgraded cooling system add to the engines potential for longevity. Finishing the engine treatment off, the SVT team signs the camshaft covers with a “Powered by SVT” logo.

“This version of the 5.4-liter V-8 has a higher horsepower rating than any other factory Mustang in history,” commented Jay OConnell, SVT chief vehicle engineer. “It really delivers on the essence of two great names in Ford performance - a mix of SVTs modern-day experience with supercharging and the Shelby GT500s heritage of big-block power.”

This should translate into an approximate four second sprint to 60 mph, on paper at least, with a standing quarter mile attainable in the low 12-second range or even the high 11s. Not bad at all.

Making the new Shelby Mustang a true sports car, the only transmission is a T-56 six-speed manual gearbox. Evenly spaced gears are promised, which “mean less stirring is needed to find the sweet spot in keeping the revs on cam for power to pass, while at the same time making the most of the engines broad torque curve,” or so says Ford. One thing is for sure, the tranny is well proven after years of service in street, strip and road racing Mustangs, as well as the original model year 2000 SVT Mustang Cobra R, 2004 SVT Mustang Cobra, and the new race-winning Ford Racing Mustang FR500C.

But while the engine is otherworldly and styling awe inspiring, being a sports car fan its the promise of an independent rear suspension, just like that in the outgoing SVT Cobra that Im most intrigued with. After all, Phil Martens, Ford group vice president, Product Creation says that the cars “chassis was engineered from the beginning to be the basis of a high-performance, world-class sports car from SVT, and the Shelby Cobra GT500 is it.”

But Phil, how can this be? Scrolling through the press material given, I find no IRS at all. Doesnt a world-class sports car need a state-of-the-art suspension? Obviously not. Instead, Ford will continue with its solid rear axle setup in the new Shelby, at least in prototype form, necessitating those wanting superior handling to buck up for a Saleen developed IRS system - the aftermarket Mustang supplier was the first to offer an independent suspension upgrade package for the old Fox-bodied Mustang.

While this isnt good news for me, and others bred on a mix of European performance cars and American muscle, I have to reiterate that the current live axle Mustang feels pretty darn good in the corners. It just irks me that the SVT gang wont be stepping up handling to supreme levels by installing a truly modern suspension system in the top-market Mustang. The body structure is now so taut and front MacPherson strut suspension components so competent, that an IRS-equipped Shelby Cobra GT500 would put the top-tier Mustang in the league of supercars.

One thing to remember is that Ford had originally planned for the 2005 Mustang to feature an IRS system, but switched to a live axle setup in order to save a reported $70 million in development costs, which allowed them to bring the V6 and GT models to market at aggressively low price points. Other reports state that Ford made its decision because early IRS-equipped prototypes only experienced marginally better torsional rigidity than the ancient Fox platform car.

But enough bellyaching, while Im probably not alone in wanting an IRS setup, there are most likely just as many thrilled that Ford looks to be going forward with a live axle Shelby Mustang.

On the positive, Fords SVT engineers have retuned and upgraded key components to make the stock Mustang chassis nimbler, including revised shocks, spring rates and new larger diameter stabilizer bars. Technically speaking, the Shelby Cobra GT500 gets a MacPherson strut independent front setup with “Reverse L” lower control arms, plus a solid-axle, three-link rear suspension featuring coil springs and a Panhard rod for “precise control of the rear axle.” Interestingly, the Ford press materials make no mention of the previous SVT Cobra ever including an independent rear suspension. How strange, as it was highlighted so boldly when the outgoing car was introduced four years ago.

Ford does make note, however, of the success its upgraded rear suspension design has experienced on the track. Its race-prepared Ford Racing Mustang FR500C was “purpose-built from the base 2005 Mustang body structure and suspension geometry to run in the Grand-Am Cup series, a class of road racing for production-based cars.” Ford mentions that it has competed against “the best from Germany and Japan,” and that the Mustang FR500C won at the season-opening Daytona International Speedway event in February.

“SVT and Ford Racing will be working closer than ever as we go forward on future projects, especially Mustangs,” stated Hau Thai-Tang, director, Ford Advanced Product Creation and SVT Programs, plus a Ford Racing alumnus who served as the race engineer for the Newman-Haas Racing team in 1993. “The Mustang FR500C racing program is an exact demonstration of the capability we engineered into the mainstream Mustang to be capable of. Now, we have both a Daytona victory and the return of the Shelby Cobra GT500 to showcase Mustang performance possibilities.”

Well, despite its lack of an IRS, its difficult to argue with racing success. Of course, while racing can be a grueling exercise in developing reliability as well as fine tuning suspension geometry for optimal performance, among other things, race tracks normally feature much smoother surfaces than city roads and backcountry highways. It would be interesting to see if the system that has won on the track is also as tractable in real world conditions as an IRS system would be. I suppose Ill never know, unless I happen to get my hands on a Shelby GT500 refitted with one of Saleens aftermarket IRS systems. Hey, Steve, any word on an upgrade? Oh, you say Saleen already has a fully independent double wishbone rear suspension with inboard rocker activated shocks for the new 2005 Mustang? Sounds awesome. And an independent uneven length double wishbone front setup with Saleen N2 triple-adjustable shocks and adjustable sway bars to boot? Now thats more like it. Obviously theres a need, and Saleen is filling it.

I think the final word on this will come from Mustang customers, some of which voted two to one in favor of an IRS system as standard or optional equipment in the new GT as well as the upcoming SVT Cobra in a recent poll put forward by Stang.net to settle the matter among its readers. Other polls and forums show a large number of IRS proponents among Mustang faithful, despite the higher cost and slightly greater weight of the more technologically advanced setup. Those wanting to stick with the live axle rear suspension cited lower cost, reliability of components, and lighter weight as their predominant reasoning, with a small but very loud faction of entrants demanding a solid rear axle for drag racing purposes. It will be interesting to hear what these same Mustang fans have to say about the Shelby Cobra GT500, some of which are stating in their forum responses that an IRS system will undoubtedly be offered in the next-generation SVT Cobra. These loyalists are not privy to the information I received from Ford prior to the cars New York auto show launch, and therefore have not been able to comment on it yet.

Now theres one other possibility not yet mentioned. Potentially, a re-engineered, heavy duty IRS may become an option with the modified three-link, panhard bar live axle setup as standard equipment. Being that SVT will be attempting to court road race buyers as well as straight line racers, both axles could become available. If this proves true, I will be happy to eat my last few paragraphs and promptly march down to my local Ford dealer to place an order - in Tungsten Silver if available.

No matter what gets offered under the floorboards, the new GT500 does feature an impressive set of binders, fourteen-inch cross-drilled Brembos up front and thirteen-inch discs in the rear. These are framed by an especially attractive set of 10-spoke 19-inch alloy wheels covered in high-performance rubber.

Less important to go-fast enthusiasts are interior details, but I suppose I break from tradition on this one. Fortunately, Ford has stepped up interior quality in the new entry-level Mustang measurably, although being that the old model was so ruddy awful it wasnt a long shot that the new one would improve. While not world-class from a plastics quality point of view, everything is put together well and the design is attractive, especially in GT trim.

What changes have been made to the new GT500 concept? Taking a cue from Porsche, which up until this year has needed to hide its extremely cheap plastics with “full leather” packages, the new Mustang concept sports ebony black leather as the primary surface treatment, covering the top of the dash, door panels, center armrest, shift lever, shift boot, parking-brake handle, and seats of course. But on that last note, only the edges are black, with the center inserts brilliant in bright red leather. The fiery theme offsets the door panel trim too, while embroidered snake logos never let driver and passengers forget that this particular Mustang is elevated miles beyond a stock GT.

“Weve taken leather design trends to a new level by using it on almost every exposed surface in the GT500,” commented Keith Rogman, Ford senior designer. Once again Mr. Rogman, this is nothing new, albeit new to Ford and new to any other domestic producer. BMW offered the full-leather treatment in previous generation M5s, and probably still would if someone wanted to buck up for it. Other automakers have offered it too, lest I get corrected by one of our astute readers. Rogman went on to say, “Leather has long been a performance fashion accessory for enthusiasts, from jackets to racing gloves, so it perfectly matches all the other driving oriented cues.” Its hard to argue with him on this point.

Other nice touches are titanium-faced gauges, with the speedometer swapped for the tachometer to improve the latter dials visibility, plus all the stock chrome is removed in place of technically appropriate satin aluminum finish metal accents, including the shifter knob which Ford says is ideally positioned for “quick, positive shifts of the six-speed transmission.”

I have to admit, with or without an independent rear suspension system Im looking forward to doing just what ford prescribes in the latter paragraph, applying quick, positive shifts to the six-speed transmission. The current Mustang impressed me so much, even with regards to handling dynamics that the upgraded Shelby Cobra GT500 is sure to leave me grinning from ear to ear. Ill still be left wondering, mind you, how good it could be with an independent rear setup, unless of course it will be offered as optional equipment. Only time will tell, and during that time get ready for an increase of IRS vs. live-axle infighting on the many Mustang enthusiast site forums. Its a controversy that can only go away when Ford starts offering both systems.

How long will we have to wait? Ford says that a production version of the Shelby Cobra GT500 will go on sale in 2006, which will most likely be designated a 2007 model. Expect the price to increase from the old models mid- to high-$30K MSRP to over $40,000, but this will still make available for thousands less than a current average priced Corvette, while adding Viper-like straight-line performance.

In the end, pumped up performance, ultra-hot styling and IRS controversy aside, the most significant point the new SVT Cobra makes is the addition of Carroll Shelbys name.

“Carroll Shelby is truly a living automotive legend, a Ford performance legend,” added Martens. “Its a dream come true to be able to put the Shelby name on a Mustang again.”

And Shelby is happy with the arrangement, and the final product, stating, “Ive worked with the SVT guys for several years now, and I know they have the guts, the talent and the passion to deliver the best performance Mustangs ever.”

So who am I, or a two to one ratio of recently polled Mustang fans, to say that the new Shelby Cobra GT500 needs an independent rear suspension? After all, the king of the road himself has stamped his name on it.

Will it be a big seller? As far as specialty Mustangs go, its projected 7,500 units will make it a major force on the street and strip. As far as regular V6 and GT Mustangs go, however, with sales having eclipsed last years 144,000 units and Ford having just announced that it is to raise 2005 output to 192,000 cars, nearly doubling last years production run, 7,500 seems like a drop in the bucket. Amazingly, almost fifty percent of all sports cars sold in the U.S. this year wear the Mustang badge in the center grille, an amazing accomplishment.

But then again, as successful as the car has been and continues to be, Mustangs merely account for five percent of Fords three-million-plus new vehicle sales, one third of which are F-150 pickup trucks. Yes, Shelby Cobra GT500 sales will only be an insignificant amount.

But what the car will mean to Ford employees and fans of the blue oval brand, in boosting morale and pumping up pride during water cooler conversations, is immeasurable.