2008 Ford Mustang Review

Specifications

I have to admit that I’d forgotten how great the new Mustang is to drive, especially in GT trim. Even more enticing, the 2008 model Ford gave to me to test out one very sunny afternoon happened to be a convertible, and better yet the new California Special edition. If you’re a Mustang fan, you probably remember the GT/CS from the past, with its unique styling treatments and performance options, so this one ought to bring back a few heartfelt memories.

OK, the new one doesn’t have a long bank of Cougar-like tail lamps, the original’s of which actually came from a ‘65 Thunderbird and were non-sequential, nor does it include a special set of twist-type hood pins, unique fog lamps, a pop-open gas cap, anything unusual about its rear decklid spoiler or anything unorthodox about its side scoops. Yes, the original, while a marketing ploy initiated by California Ford Dealers (Ford Dealer Advertising Fund) to hedge off rising muscle car competition in 1968 from the likes of Chevy’s Camaro, Pontiac’s Firebird, AMC’s Javelin, and Plymouth’s Barracuda, not to mention Ford’s own Torino and Mercury Cougar, was a factory-built model produced in a limited run of 4,118 units, although 5,000 were initially planned, just like the new one, which started production last year, is limited and, truth be told, not much more than a marketing ploy. But what a great ploy it is.

After all, it starts out as a Mustang GT, and this time around in true California style, it’s a convertible instead of a coupe. Like the original, “GT/CS” side stripes are part of the package, although unlike the original the “GT” in the name actually reflects its GT trim level, whereas the old car could initially be had with a 427/C-6 drivetrain before the 289/C-4 combo became the only engine/transmission offered, and therefore the motivating force behind the majority of 1968 GT/CSs.

The new GT’s 4.6-liter V8 would be the equivalent of yesteryear’s 289, just like the 427 would appeal to the same type of buyer who’d opt for today’s Shelby GT500. And for most, the 4.6 and its 300-horsepower output will be sufficient, especially when factoring in its 320 lb-ft of tire shredding torque and the delectable rumble coming from behind. There’s no substitute for an American-made V8, and the 4.6 is a particularly nicely balanced machine. Tuned for quick revs and tons of tire-burning thrust it’ll squirt the GT/CS to 60 mph in a scant 5.2 seconds, continuing on to the quarter mile in only 13.5 seconds at 134 miles per hour. What does that mean in English? It’ll pull like there’s no tomorrow, pasting silly grins on the faces of each of its four occupants; so long as they’re not wagging fingers of disapproval (leave these folks at home).

The GT’s six-speed manual shifter doesn’t feel quite as snappy as some imported gearboxes and its clutch is hardly light, but both are effortless compared to manuals offered in ‘60s ponies, and both are dealing with a lot more engine than any of the imports. Just the same I had no difficulty swapping gears at all, finding shifts smooth and fairly precise. It’s a deliberate process, mind you, requiring some attention, but this is true for the entire car that hooks up wonderfully through the curves if you keep focuses on the job at hand. When you do, it rewards with surprisingly sticky stability through fast corners, albeit with a slightly oversteering bias. I say surprisingly sticky because the Mustang is one of the only new cars sold with a live rear axle, and against conventional wisdom which tells us only independently sprung cars handle with agility, Mustangs manage curves very well. Even when the road got a bit bumpy, when dips and uneven patchwork pavement was thrown in the way, the GT/CS maneuvered with controlled confidence, only getting upset when hitting a pretty severe bump while taking a sharp corner quickly. Yes, most cars will hop a bit when encountering something like that, and the Mustang resumed composure quickly and kept right on going. Another surprise, considering its handling capability, is how comfortable the ride is. I could drive this car all day and not tire.

The only major complaint I have about any Mustang, except maybe the Shelby GT500 that covers its dash with leather, is substandard plastics quality. I’ve griped about it before and probably will again, especially because I know how well Ford has started building interiors in more recent years. Its Fusion and Edge are good examples of doing it right, and more recently its funky family-hauling Flex is thoroughly impressive, besting most of the Japanese for interior quality. I certainly hope the same effort and money is spent on the next Mustang when it comes to this, as this car is good enough in most other respects to compete against premium European imports.


It certainly looks the part. I’ve loved the new Mustang since first driving it through the winding canyons around LA, testing its handling prowess on Mulholland Drive of all legendary roads, and it still looks fabulous three years later. This GT/CS even looks better than the stock convertible, and its two-tone interior is a nice touch, giving the cabin a classy, stylish appearance. The touch screen navigation system is a feature-rich upgrade and works very well, although the graphics are a bit pixilated and fingerprint smudges can make seeing the screen challenging in direct sunlight; this is a convertible after all. Still, when you’re lost somewhere in Boonyville, I’ll take any navigation system over asking directions, and you can always put the top up to shield from the light.

That top folds quickly, and only needs two easy latches unlocked before pressing the button to lower. When fully dropped its Z-mechanism creates its own tonneau, so there’s no getting out and strapping on an unwieldy cover to keep dirt and leaves out of the mechanicals. And when raised, the shape of the fabric roof actually looks properly proportioned to the rest of the car, unlike most hardtop convertibles.

Some of the car’s drawbacks are normal for a 2+2, starting with limited rear seat room and a rather small trunk. Then again, its cargo hold is gargantuan compared to the majority of roadsters the Mustang Convertible competes against dollar for dollar, none of which come with two rear seats or the GT’s marvelous V8 rumble. None of these have the Mustang’s cool little LED lights all over the interior either; tiny multi-colored lights glow from down in the foot wells, front and back. You can change their colors via a switch on the lower console. Gimmicky for sure, but kind of fun too.

There’s a lot more to the GT/CS than I have time or space to go into, but suffice to say that it’s one superb muscle car that, along with its many varied Mustang siblings, is doing more than its part to keep Dearborn alive and kicking. Ford did an admirable job in reworking the pony car of pony cars a few years back, and with a few updates it shouldn’t have any trouble competing for new buyers against a muscle car segment that’s about to heat up to infernal temperatures with the advent of Dodge’s Challenger and Chevy’s Camaro. And we’ll be able to tell our grandchildren, we were their when it all began… again.