Article on the new mustang on MSN
8/16/05 | 01:15 PM
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Nice read....
http://en.autos.sympatico.msn.ca/advice/st...me&pos=editlead
Test: 2005 Ford
Mustang Convertible
By Jim Kenzie
--------------------------------------------------------------------------------
Less is more or: Ford's all-new Mustang convertible provides another example of how a great car can get better by losing something. . .
Overall rating: 9.0 / 10
Pros
- All the joys of the new Mustang...
- ...without a roof
- Even your teenaged kids will think you're cool
Cons
- Inevitable rigidity, security, visibility and draft drawbacks of a drop-top
- Extra weight and cost are never good
- Everybody on your street is eventually going to have one too
Off with the Top
The very first Ford Mustang ever sold was a convertible - and quite by accident, as I understand it, to an airline pilot in Newfoundland!
Ford soon realized its error, bought it back, and it now resides in the company's museum.
Obviously, then, convertibles have been a huge part of the Mustang legend from the very start - except, I think, for the late and unlamented Mustang II of the early 1970s.
So when the new Mustang was revealed in 2004 as a 2005 model, there was no doubt a ragtop was sure to follow.
Follow it has.
If the Mustang coupe offers terrific performance, handling, style, apparent quality and value, how bad could a convertible version be?
The not-surprising answer: Not bad at all.
You don't need me to tell you it'll offer fun-in-the-sun driving - even the Pontiac Firefly convertible did that. Or that your hair will get mussed. Or that valuables you leave in plain view inside when you park the car probably won't be there when you get back.
What's left to learn? Only a few things, like: Does the car shake and shimmy? Does the top go up and down quickly and easily? When the top is up, can you see out of the car? Does the canvas flap and bang at speed?
How much more does it weigh? Is performance materially affected? How about handling? How much is it? And when can you get one?
Answers below.
Buttoned Down
It doesn't shake and shimmy. Not much, anyway. On rough roads there is some noticeable chassis flex and rear-view mirror shake on the harsher bumps. But compared to the Chrysler Sebring, about the only comparably-priced four-seat convertible I can think of, the Mustang is the Rock of Gibraltar.
The coupe and convertible were engineered simultaneously, to maximize commonality among components and minimize development costs. The staggered introduction - coupe first; convertible a few months later - allowed the production team to iron out whatever bugs they had to on the coupe. When they added the complexity of the drop-top, they could focus just on the systems that differ.
Hau Thai-Tang, who was Chief Engineer on Mustang but has now been kicked upstairs to an executive engineering position so his talents can be spread among all Ford lines, said they went primarily with bolt-on reinforcements to toughen up the convertible.
"We didn't want to penalize the coupe's weight by making it heavier than it needed to be," he explained. Mustang coupe is already 31 per cent stiffer than its predecessor, and the convertible is twice as good as it used to be, if still less rigid than the closed car.
Open Wide
The top is electrically-powered, requiring but the twist of two easy-to-use latches to release them from the windshield header, and a touch of a button to complete the 13-second decapitation. The top folds in a "Z"-pattern; the rear two-thirds bends back on top of itself, while the forward half-metre or so, actually a rigid panel, stacks on top. This gives a more finished appearance to the folded top - just as well, because the fabric tonneau cover is such a pain to fit, you simply won't bother.
The rigid front roof section also means reduced canvas flapping and wind noise directly over the front seat occupants when the top is up. It's not silent, but it's not bad at all.
The stack is a bit high, reducing rearward visibility especially for shorter drivers. There are fairly big rear three-quarters blind spots, as is almost always the case in a convertible. But a wide glass rear window with an electrical defroster and huge side-view mirrors partially compensate for this drawback.
The windshield is angled back further than on the coupe to help direct air flow over the car rather than into it, while revised rear seat headrests reduce backdrafts. You'll still want to make sure your toupee is well-taped, but it's pretty civilized inside at highway speeds.
Strong Gallop
Typically, convertible conversions add some 130 -140 kg; Mustang gets by with around 60 kg - the exact numbers vary slightly from model to model.
So there's minimal impact on the performance, from any of the four powertrains - 200-horsepower, 4.0-litre V6; 300-horsepower, 4.6-litre V8; different five-speed manuals or the same five-speed automatic transmission with either engine.
In our instrumented tests, the V8-powered GT convertible, with 5-speed manual gearbox, did the 0-100 km/h dash in 5.93 seconds, and covered the quarter mile in 14.18 seconds, getting up to 166.2 km/h at the timing marks. By comparison, a GT coupe completed the same tests in 5.63 seconds and 13.85 seconds, respectively, with a peak of 168.1 km/h in the latter (all weighted averages).
Equipped with the standard 5-speed manual gearbox, the V6-powered convertible Mustang accelerated from 0 to 100 km/h in 7.3 seconds on average, and ran the quarter mile 15.61 seconds, with a final speed of 150.2 km/h.
Despite Mustang's brawny macho image, about two-thirds of all Mustangs sold in North America are sixes (and about half are sold to women).
The new six isn't much of a revver - it's all done by about 5000 rpm. But with 240 lb-ft of torque at 3500 rpm, you don't need a lot of revs for it to get out of its own way.
The V6's old Tremec T5 gearbox is even less slick than the newer Tremec 3650 in the V8 - odd, given the higher output the V8 transmission has to deal with.
Mustang engineers also have managed to get a genuine performance sound out of the V6's exhaust system - it's almost as good as the V8.
The three-valve overhead camshaft V8 with variable valve timing pulls even more strongly, and sounds even more terrific.
Despite being better than the older five-speed box, notably in the much better location of the shifter itself - further back and closer to the driver - the new Tremec is still heavy and balky. Miata-owning prospects might like Mustang's extra room and power, but they sure would miss their transmission...
Trusty Handling
A more flexible structure is never a good idea for handling, but the new Mustang convertible still acquits itself pretty well, as a day spent bashing a bevy of Mustang GTs around the fabulous Mont-Tremblant racing circuit north of Montreal adequately proved.
In case you missed it in our review of the Mustang coupe, an independent rear suspension was not fitted to the new Mustang mainly due to cost: $400 (US) doesn't sound like much, but understand that chief engineers have to battle their financial bosses for extra tens of dollars; extra hundreds require huge justification, especially in a car like the Mustang, where affordability has always been a primary aspect of ownership.
Also, that's just the cost of the additional parts. Re-engineering the body structure to accommodate IRS would have been more expensive still.
Also, a large percentage of Ford customers modify their cars, and turning civilians loose to mess about with an IRS set-up could be deadly.
Besides, as our Mont-Tremblant experience proved, when a solid rear axle, well-located with three links plus a Panhard rod, works this well, there isn't much motivation to replace it.
It doesn't seem to matter much what you do in this car - brake in a corner; stomp on the gas in the exit; pound the car over the apex curbs - it just sticks.
Part of the credit must go to the P-Zero Nero 235/55ZR17 W-speed-rated all-season tires that are standard fitment on the GT. They simply grip better than all-season rubber is supposed to.
Now, the solid-axle Mustang might have been more seriously challenged if the circuit had anything but a billiard-table-smooth surface. But we can only report on what we experience, not on speculation. And in spirited on-road driving the car was still well-mannered.
The steering is almost video-game light; more feel would be welcomed.
Picking a Pony
In sum, let me say that previously, Mustang owners almost had to apologize for their cars: "Hey - I only paid thirty grand; so what if it's a bit crude?"
No longer: The new models, coupe and convertible, are sophisticated, well-executed cars that look and feel like they cost a lot more than they do.
Sure, there are a few spots where corners have obviously been cut. A prop rod rather than struts hold up the hood. The seat back doesn't return to its previous position when it's pivoted forward to allow entry to the rear. And of course, there is the solid rear axle.
So, does all of the above constitute a reasonable trade-off for the joys of open-air motoring, compared to the coupe? Canadians seem to think so, even more so than our south-of-the-border neighbours. You'd expect a warmer country to be more into convertibles, but the open version accounts for about fifty per cent of Canadian Mustang sales, versus between 20 and 30 per cent in the US.
Maybe with our summer defined as two weeks of bad skiing, we want to take advantage of whatever nice weather we do get.
And despite our higher fuel prices and generally more pragmatic attitude towards things economic, the V6 only accounts for about half of Mustang's Canadian market share, versus about 65 per cent in the US. Don't have an explanation for that one...
Mustang convertibles have been in showrooms for a few months now, and have been sprinting out of the stores almost as fast as the dealers can get them in.
And why not? The V6 starts at $27,995, while the V8 GT starts at $36,795. This means the V6 is actually $100 cheaper than last year's model, while the GT V8 is just $1,000 more. Factoring in the improvements that exist everywhere in the newer cars, these prices further enhance Mustang's traditional value story.
Conclusion
Mustang has sold somewhere in the 170,000 unit range in recent years, in a market segment that is steadily declining. Chief Engineer Thai-Tang told me they'll be limited to about 180,000 units in total for the 2005 model year due to the slow ramp-up of the new model in a new plant (Flat Rock Michigan, which it shares with the Mazda6).
But Ford isn't shy about thinking in terms of 200,000 Mustangs in 2006. They'll surely get there, with a big boost from Canadian sales.
It's little wonder that Mustang remains Canada's favourite sports car, and favourite convertible. If you're looking for a stylish, strong-performing convertible which your budget might just be able to handle, there really isn't any other choice but the 2005 Mustang.
http://en.autos.sympatico.msn.ca/advice/st...me&pos=editlead
Test: 2005 Ford
Mustang Convertible
By Jim Kenzie
--------------------------------------------------------------------------------
Less is more or: Ford's all-new Mustang convertible provides another example of how a great car can get better by losing something. . .
Overall rating: 9.0 / 10
Pros
- All the joys of the new Mustang...
- ...without a roof
- Even your teenaged kids will think you're cool
Cons
- Inevitable rigidity, security, visibility and draft drawbacks of a drop-top
- Extra weight and cost are never good
- Everybody on your street is eventually going to have one too
Off with the Top
The very first Ford Mustang ever sold was a convertible - and quite by accident, as I understand it, to an airline pilot in Newfoundland!
Ford soon realized its error, bought it back, and it now resides in the company's museum.
Obviously, then, convertibles have been a huge part of the Mustang legend from the very start - except, I think, for the late and unlamented Mustang II of the early 1970s.
So when the new Mustang was revealed in 2004 as a 2005 model, there was no doubt a ragtop was sure to follow.
Follow it has.
If the Mustang coupe offers terrific performance, handling, style, apparent quality and value, how bad could a convertible version be?
The not-surprising answer: Not bad at all.
You don't need me to tell you it'll offer fun-in-the-sun driving - even the Pontiac Firefly convertible did that. Or that your hair will get mussed. Or that valuables you leave in plain view inside when you park the car probably won't be there when you get back.
What's left to learn? Only a few things, like: Does the car shake and shimmy? Does the top go up and down quickly and easily? When the top is up, can you see out of the car? Does the canvas flap and bang at speed?
How much more does it weigh? Is performance materially affected? How about handling? How much is it? And when can you get one?
Answers below.
Buttoned Down
It doesn't shake and shimmy. Not much, anyway. On rough roads there is some noticeable chassis flex and rear-view mirror shake on the harsher bumps. But compared to the Chrysler Sebring, about the only comparably-priced four-seat convertible I can think of, the Mustang is the Rock of Gibraltar.
The coupe and convertible were engineered simultaneously, to maximize commonality among components and minimize development costs. The staggered introduction - coupe first; convertible a few months later - allowed the production team to iron out whatever bugs they had to on the coupe. When they added the complexity of the drop-top, they could focus just on the systems that differ.
Hau Thai-Tang, who was Chief Engineer on Mustang but has now been kicked upstairs to an executive engineering position so his talents can be spread among all Ford lines, said they went primarily with bolt-on reinforcements to toughen up the convertible.
"We didn't want to penalize the coupe's weight by making it heavier than it needed to be," he explained. Mustang coupe is already 31 per cent stiffer than its predecessor, and the convertible is twice as good as it used to be, if still less rigid than the closed car.
Open Wide
The top is electrically-powered, requiring but the twist of two easy-to-use latches to release them from the windshield header, and a touch of a button to complete the 13-second decapitation. The top folds in a "Z"-pattern; the rear two-thirds bends back on top of itself, while the forward half-metre or so, actually a rigid panel, stacks on top. This gives a more finished appearance to the folded top - just as well, because the fabric tonneau cover is such a pain to fit, you simply won't bother.
The rigid front roof section also means reduced canvas flapping and wind noise directly over the front seat occupants when the top is up. It's not silent, but it's not bad at all.
The stack is a bit high, reducing rearward visibility especially for shorter drivers. There are fairly big rear three-quarters blind spots, as is almost always the case in a convertible. But a wide glass rear window with an electrical defroster and huge side-view mirrors partially compensate for this drawback.
The windshield is angled back further than on the coupe to help direct air flow over the car rather than into it, while revised rear seat headrests reduce backdrafts. You'll still want to make sure your toupee is well-taped, but it's pretty civilized inside at highway speeds.
Strong Gallop
Typically, convertible conversions add some 130 -140 kg; Mustang gets by with around 60 kg - the exact numbers vary slightly from model to model.
So there's minimal impact on the performance, from any of the four powertrains - 200-horsepower, 4.0-litre V6; 300-horsepower, 4.6-litre V8; different five-speed manuals or the same five-speed automatic transmission with either engine.
In our instrumented tests, the V8-powered GT convertible, with 5-speed manual gearbox, did the 0-100 km/h dash in 5.93 seconds, and covered the quarter mile in 14.18 seconds, getting up to 166.2 km/h at the timing marks. By comparison, a GT coupe completed the same tests in 5.63 seconds and 13.85 seconds, respectively, with a peak of 168.1 km/h in the latter (all weighted averages).
Equipped with the standard 5-speed manual gearbox, the V6-powered convertible Mustang accelerated from 0 to 100 km/h in 7.3 seconds on average, and ran the quarter mile 15.61 seconds, with a final speed of 150.2 km/h.
Despite Mustang's brawny macho image, about two-thirds of all Mustangs sold in North America are sixes (and about half are sold to women).
The new six isn't much of a revver - it's all done by about 5000 rpm. But with 240 lb-ft of torque at 3500 rpm, you don't need a lot of revs for it to get out of its own way.
The V6's old Tremec T5 gearbox is even less slick than the newer Tremec 3650 in the V8 - odd, given the higher output the V8 transmission has to deal with.
Mustang engineers also have managed to get a genuine performance sound out of the V6's exhaust system - it's almost as good as the V8.
The three-valve overhead camshaft V8 with variable valve timing pulls even more strongly, and sounds even more terrific.
Despite being better than the older five-speed box, notably in the much better location of the shifter itself - further back and closer to the driver - the new Tremec is still heavy and balky. Miata-owning prospects might like Mustang's extra room and power, but they sure would miss their transmission...
Trusty Handling
A more flexible structure is never a good idea for handling, but the new Mustang convertible still acquits itself pretty well, as a day spent bashing a bevy of Mustang GTs around the fabulous Mont-Tremblant racing circuit north of Montreal adequately proved.
In case you missed it in our review of the Mustang coupe, an independent rear suspension was not fitted to the new Mustang mainly due to cost: $400 (US) doesn't sound like much, but understand that chief engineers have to battle their financial bosses for extra tens of dollars; extra hundreds require huge justification, especially in a car like the Mustang, where affordability has always been a primary aspect of ownership.
Also, that's just the cost of the additional parts. Re-engineering the body structure to accommodate IRS would have been more expensive still.
Also, a large percentage of Ford customers modify their cars, and turning civilians loose to mess about with an IRS set-up could be deadly.
Besides, as our Mont-Tremblant experience proved, when a solid rear axle, well-located with three links plus a Panhard rod, works this well, there isn't much motivation to replace it.
It doesn't seem to matter much what you do in this car - brake in a corner; stomp on the gas in the exit; pound the car over the apex curbs - it just sticks.
Part of the credit must go to the P-Zero Nero 235/55ZR17 W-speed-rated all-season tires that are standard fitment on the GT. They simply grip better than all-season rubber is supposed to.
Now, the solid-axle Mustang might have been more seriously challenged if the circuit had anything but a billiard-table-smooth surface. But we can only report on what we experience, not on speculation. And in spirited on-road driving the car was still well-mannered.
The steering is almost video-game light; more feel would be welcomed.
Picking a Pony
In sum, let me say that previously, Mustang owners almost had to apologize for their cars: "Hey - I only paid thirty grand; so what if it's a bit crude?"
No longer: The new models, coupe and convertible, are sophisticated, well-executed cars that look and feel like they cost a lot more than they do.
Sure, there are a few spots where corners have obviously been cut. A prop rod rather than struts hold up the hood. The seat back doesn't return to its previous position when it's pivoted forward to allow entry to the rear. And of course, there is the solid rear axle.
So, does all of the above constitute a reasonable trade-off for the joys of open-air motoring, compared to the coupe? Canadians seem to think so, even more so than our south-of-the-border neighbours. You'd expect a warmer country to be more into convertibles, but the open version accounts for about fifty per cent of Canadian Mustang sales, versus between 20 and 30 per cent in the US.
Maybe with our summer defined as two weeks of bad skiing, we want to take advantage of whatever nice weather we do get.
And despite our higher fuel prices and generally more pragmatic attitude towards things economic, the V6 only accounts for about half of Mustang's Canadian market share, versus about 65 per cent in the US. Don't have an explanation for that one...
Mustang convertibles have been in showrooms for a few months now, and have been sprinting out of the stores almost as fast as the dealers can get them in.
And why not? The V6 starts at $27,995, while the V8 GT starts at $36,795. This means the V6 is actually $100 cheaper than last year's model, while the GT V8 is just $1,000 more. Factoring in the improvements that exist everywhere in the newer cars, these prices further enhance Mustang's traditional value story.
Conclusion
Mustang has sold somewhere in the 170,000 unit range in recent years, in a market segment that is steadily declining. Chief Engineer Thai-Tang told me they'll be limited to about 180,000 units in total for the 2005 model year due to the slow ramp-up of the new model in a new plant (Flat Rock Michigan, which it shares with the Mazda6).
But Ford isn't shy about thinking in terms of 200,000 Mustangs in 2006. They'll surely get there, with a big boost from Canadian sales.
It's little wonder that Mustang remains Canada's favourite sports car, and favourite convertible. If you're looking for a stylish, strong-performing convertible which your budget might just be able to handle, there really isn't any other choice but the 2005 Mustang.
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