2007 Ford Mustang Review

Specifications

Day 1 – Mustang Memories

I wasn’t even five minutes away from the detailer when I got my first comment. “Where did that get you?” asked the guy in the Caliber, referring to my exuberant dose of throttle and resultant rush of speed to reach the red light after only a few hundred feet.

It’s not the speed, I explained, but the noise. “Weren’t you listening? The sound is excuse enough to open it up.”

“Aww, that’s nothing,” he says. “You shoulda’ heard my ‘67. Now those were some monster engines.” Yeah, they were, but despite the beautiful noises made in the days before emissions controls and catalytic converters, the new Mustangs are a whole heck of a lot faster, safer, more efficient and less polluting. Interestingly, it is exactly that ‘67 Mustang that offered a lot of inspiration in the design of the new Mustang, in particular the overhanging hood and menacing black maw that looks ready to clamp down on wayward cane-shaking seniors and swallow unattended children. The interior dash layout also echoes the ‘67, with chrome-ringed vents arrayed across the dash, although I’ll gladly take the nav system and Sirius satellite radio in my tester over the standard AM radio it probably came equipped with back in those days.

Anyhow, despite the generous options included on my tester, the Mustang just isn’t about those kinds of things. Sure you can get such modern features and be as pampered as in a luxury car, but you will not soon forget that you are in a Mustang. And if my friend at the stoplight is any indication, you won’t ever forget owning a Mustang, being part of the culture of youth, speed and adventure that the original pony represents. I only spent about twenty seconds talking to this guy at the light, but just as he demonstrated the Mustang’s deep and widespread roots here in North America, telling me about heading down to the beach on Saturday nights for a little unsanctioned competition, I’m sure seeing this Mustang took him back to those Saturday nights if that wistful smirk was any indication. And when I took off from that light with a whiff of rubber smoke, I doubt he begrudged me a little bit of fun, and he may have even been left grinning with memories of his Mustang 40 years ago.

That’s what the Mustang is about. It’s a vehicle in which to make memories, and surely in its day, it has seen the making of a new generation of Mustang lovers who will also live life to the fullest in this car. You see, to many people the Mustang isn’t a car – it’s a memory, an idea and an ideal, and this generation will find so many who will love it for the first time, as well as many who will love it all over again.

Day 2 – Down boy, whooooaaa …

I think that just about covers my rhapsodizing for the week, and I’m almost getting a little teary eyed at the thought of giving up this Mustang at week’s end, but there will be at least one consolation – a break from the gas bills. I have an incurable tendency to mat the accelerator every time I see some open asphalt, and the resulting fuel consumption is not pretty, especially not when I’m rolling in the GT with its 4.6 L V8. While government estimates suggest that I could achieve 15/23 mpg in city/highway driving respectively, I and other victims of OAD (the Ford diagnosed Overactive Adrenalin Disorder) are never free of the urge to maybe chirp the tires, just a little bit at EVERY stoplight and to get the tail just a little sideways on EVERY onramp and blip the throttle on EVERY downshift. It’s a trial, but every few Sundays, the restraint that keeps me ticket-free allows me to drive to my local motorsport club and take it out on the innocent cones and asphalt of a big parking lot or at a nearby track on a lapping day.

If anything, the Mustang GT makes the OAD so much harder to live with, rewarding every stab at the throttle with a big churlish rumble and a harsh aftersplat that has me pumping the throttle like an exuberant drummer … And speaking of music, I had a nice chat with Justin after my day of tooling around downtown about the quality of the Mustang GT’s ‘whinney’ and ‘nicker’ (those are horse noises, by the way, I think). In many ways, it is completely lacking in refinement, and went perfectly with a SUM 41 live CD, where they thrash out and deliver heartfelt performances, though sound quality is suspect, and even crude at times. Just like the Mustang. This powerful, but basic sound is in stark contrast to one of Ford PAG’s most refined products, the Jag XKR, whose burbles, rising crescendos and hammers have the depth and complexity of a symphony orchestra laying on Beethoven’s Fifth with some serious anger. They’re terribly different, and for a working class joker like me, the Mustang’s blue-collar rumble and Sum 41’s thrashing guitars and screaming social criticism resonate more authentically with me. As much as I like it, I’m just not fancy enough for the Jag … maybe if I got a nice haircut … and a pink polo shirt …

Anyhow, as I mentioned briefly, yesterday I got the chance to cruise around downtown with the top down and sweating like a pig in the record temperatures (it was early September, actually, but this story was stuck on my managing editor’s desk for a month … sorry), but it was worth it in order to keep an eye on all the pedestrian admirers I found. Mind you, I’d have to say there were more people scowling at me and my Sum 41 blasting loud enough to set store windows vibrating with the bass, but hey, I’m sure some of those punks appreciated. Like the engine, the sound system is loud, loud enough to drown out the engine, which makes controlling the car a little hit or miss, but not terribly refined – then again, maybe I should try a recording of Tchaikovsky if I want to find out if the sound system is refined, rather than my Sum 41 or Weezer. Whatever. It’s loud, it rocks, works for me, except for the plasticky rattle of the speaker housing clattering away.

It also definitely worked for the slightly obnoxious persona I put on at various intervals in my drive around downtown, sneering at people with throttle prods, herding pedestrians by blocking crosswalks and generally trying to kick dirt on passersby. Then again, I was in no rush for much of the afternoon, so I actually wasn’t driving aggressively at all, nor were the numerous other Mustangs I encountered, so that myth was kinda’ busted in my books. What myth, you ask? The myth (read: stereotype) that assumes that all Mustang owners are over-testosteroned, slick-haired, hyper-aggressive jackasses. The Mustangs that I noticed, particularly the convertibles, were filled with happy, relaxed people, often good-looking couples enjoying a sunny day downtown. Maybe it all changes after lights out, but I, like so many Mustang owners, just sat back and enjoyed the throaty rumble, the easy driving experience and reveled in the occasional buck of the suspension over streetcar tracks or bumpy corners. It’s just fun, and you don’t need to push very hard to get there.

Then again, you can push, a little past posted limits I might add, and the car feels equally well sorted at speeds that generate their own excitement and down force. Enough said. Rain is in the forecast, so we’ll see tomorrow how this pony rides in the slick.

Day 3

Part of my desire to get the Mustang Convertible so soon after driving the
Mustang Coupe is that this has long been my girlfriend’s dream car. When I first started getting press cars, it was always, “When are you getting a Mustang?” or “You should get a Mustang for next weekend.” And so on and so forth. Well, Hannah, here’s your Mustang, a convertible GT, no less, so whadya’ think?

Hannah — For as long as I can remember, I’ve always wanted to drive a Mustang. Not just any Mustang but a convertible Mustang. In fact, it was my “Dream Car”. Let’s just say, I’m a bit disappointed now that I’ve had the chance to drive it. My “Dream Car” turned out to be a nightmare, mostly because it’s just not meant for a short person like me. If you can find a way to make the clutch closer to your foot so you don’t have to stretch your leg and point your toes to get it in all the way, then you’re in luck. I did not get so lucky though. All I got was a sore leg after a thirty minute drive. I even came to appreciate a traffic jam because it meant resting my left foot while waiting for traffic to move.

Don’t even get me started on the visibility because it sucks big time, especially when you’re driving at night. Your best bet is top down all the time, no matter the weather. Not bad I guess if you want to be seen driving a badass, attention-getter car. You better pray and hope for the best and that you don’t stall because it would be so embarrassing. Luckily, it only happened once to me, and when no one was around. Of course, it doesn’t help that the gear box is so stiff that it’s hard to shift from 2nd to 3rd or 4th to 5th.


Let me tell you though, once you get it in the gear you want and your foot off the clutch, this car can move and the sound of the engine is not bad as well. When you’re going really fast, you just want to put your hands up and scream like you’re in a big roller coaster ride, which I absolutely love as well.

Jonathan — Well, thanks for not throwing your arms up in the air when you were going fast – I’m not quite sure how I would explain that one to Ford … Anyhow, I agree that the clutch and shifter are rather stiff, and require a fair amount of effort, but for most situations it’s worth it. And as to the sound, it not only sounds great under heavy throttle, but rev the engine in neutral and let off quickly and you’re rewarded with a wicked metallic crackle, a sound that is amplified by the low ceiling in our underground garage –sometimes it sounds like it’s snapping off parts, but have faith, it holds together pretty well. I’m not so sure that all the plastic will hold together terribly well, though. I went through the odd ritual of putting the tonneau cover over the convertible roof tonight, and though the process was simple, removing it dislodged some plastics, and the general brittleness (britt-ality?) of interior plastics did not scream quality and durability. Oh well, you had to compromise somewhere to get the starting base price down at $19K. Despite the mediocre plastics, the interior is comfortable where it counts, with wide, luxurious thrones, clearly laid out stereo and HVAC controls and appealing gauges with some very cool retro fonts (universe ultracondensed, in case you were wondering, a personal favorite). One thing I could do without is the fake, and obviously fake at that, hood and side scoops – they’re not really doing anything for the Mustang pride, and if anything the one on the hood was a little embarrassing every time I caught sight of it in my peripheral vision.

As much as the Mustang legend wore off quickly for my girlfriend, it’s still a legend in my books, and its appeal has only grown with every day that I’ve spent with it, and my fuel consumption is even coming down with every highway jaunt.

Day 4

Well, today I had to say goodbye to my Mustang, a car I’m getting to like more and more with every week I get to spend with one version or another. It’s loud, it’s proud and it’s fast enough for some amateur recreation, although I would probably trade a kidney (you only need one kidney, right?) for a GT500, which takes the loud and proud up another step on the Mustang ladder over the pair of GTs that I recently drove. Then again, it would also send my fuel bill soaring high enough to compete with rent as my single highest monthly expense. By the time I was finished with this Mustang, the 2007 GT Convertible with the C/S package, the ticker read 13 mpg. Not pretty, but neither are my driving habits. Government agencies estimate the GT with a manual at 15 city and 23 for highway driving, and the V6 can go as high as 17 / 26, and it’s also the way to go if you’re looking for bargain performance.

Maybe it doesn’t have the authenticity of the V8, but for $19,250, it’s still got the Mustang Magic, and the convertible starts at $24,075. Features aren’t necessarily overwhelming, but 4-wheel disc brakes, a front stabilizer bar, power-adjustable driver’s seat, tilt steering wheel, power windows and locks, antitheft, keyless entry, a/c, AM/FM/CD stereo and 16-inch aluminum wheels are standard. GT coupes start at $25,695 and the convertible at $30,520, but mine was a GT California Special (which is essentially an appearance package with aero body kit, upgraded interior and 18s) in Vista Blue Metallic, a deep, rich blue whose only drawback was that it almost completely absorbed the GT/CS side stripe, which was in black. GT models add the 4.6L V8, a limited slip diff in the rear, dual stainless exhaust, ABS, front and rear stabilizer bars, traction control, fog lamps, a Shaker 500 audio system and 17-inch aluminum wheels. The GT/CS, at $33,595, doesn’t exactly sound like a bargain anymore, particularly with a nav system and other options bumping the price up to $37,035 before the $745 destination charge. Throw in some tax and you’re looking at dropping or financing over $40K, so you better love your Mustang and treat it right. Is it a $40K car? I don’t know. Probably not for me because of a couple of little things like the hood scoop and paint scheme that just don’t suit my tastes. The GT Coupe that I drove recently, which almost reached $32K before taxes was more my style, and worth every dollar.

Some people, like European automotive journalists for example, might sneer at its crudity, but its lack of refinement is no black mark in my books. The choppy ride is a small price to pay for the raunchy, raucous engine and exhaust that give back so much for every small dab at the throttle. It’s not a machine tooled with any great precision, but like a good road trip, you don’t want too much planning and precision to interfere with fun and adventure. Add a bit of sun and wind in the hair, and it’s like taking a vacation on every trip with the top down, an escape from tedious chores or errands while doing them, and a refreshing mood after long hours and hard work. It’s a shame to have to give it back, but it was holiday enough to get me back in gear for another week.