Preview - 2005 Ford Mustang

Discussion in 'OT Driven' started by TriShield, Jan 22, 2004.

  1. TriShield

    TriShield Super Moderator® Super Moderator

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    The famous filly’s greatest hits, now in one convenient ready-to-drive package

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    BY AARON ROBINSON
    February 2004

    Brace yourself for some serious curbside arguments. Ford is reissuing the Mustang for 2005 styled with a dash of ’67, a teaspoon of ’69, and two full cups of ’64 fastback baked into the body. Or is that a pinch of ’66 and a dram of ’68 served in a bouillabaisse of ’69 Boss 302? You be the judge, and let the spit fly.

    Those who recall the Mustang GT concept coupe and convertible from last year’s Detroit and L.A. auto shows (C/D, March 2003) know Ford has delivered what it promised, memories pressed in sheetmetal. Although not announced yet, the base sticker prices for the four-seat coupe and convertible should be close to 2004 pricing, says Ford: about $18,000 for a V-6 coupe to about $28,000 for a V-8 convertible. There will be a five-speed stick shift or a five-speed automatic available with both engines. There will also be a familiar suspension, with struts in front and a spruce log of a live axle in back.

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    Any way you see the new Mustang, you’re not about to confuse it with an effete Black Forest bullet, not about to mistake it for a front-drive fadmobile from Fukuoka. This Mustang is 29 carats of painstakingly crafted Detroit nostalgia, a visual hit parade from the pony car’s greatest days.

    “We went back and looked at the significant [Mustangs], the ones that were really done right,” says Ford chief designer Larry Erickson. Basically, he means the ’65–’70 Mustangs, the Hi-Pos, Bosses, and Shelbys. They were all dumped into the styling stewpot along with a few progressive ideas.

    “The surfaces have to be modern, or it really looks like you’re doing what you did before,” says Erickson. The early Mustang’s nose-up, tail-tucked stance was reversed; the new Mustang starts low and wedges upward toward a big finish at the back. Instead of sharp razorback creases down the rear shoulders, the new Mustang’s hindquarters roll upward and inward with subtle compound curves that play the light in diffuse directions.

    Other features are shamelessly retro: the fish gills in the nose (shielded behind clear plastic headlight lenses), the moon-size driving lamps on the GT’s grille, and the chrome medallion on the rump. Buy the V-6 model, and the 16-inch alloys can be fitted with optional three-eared chrome center spinners.

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    Inside, the original Mustang’s squared-off, double-cowl dashboard theme returns. Chrome rings circle the large gauges, and an optional dress-up package adds textured, aluminized trim. The wispy-thin gauge numbers will be familiar to vintage Ford owners, and all Mustangs will feature driver-selectable backlight colors. Shelby white, Oil Filter orange, Air Filter blue, and Country Squire green (our names, not Ford’s) are among the 60 colors that can be mixed up using the digital dash display.

    Ford vice-president of design J Mays “knew what he wanted going in, and that’s a Mustang,” says Erickson. But apart from a few yester-trinkets, the new Stang’s body is remarkably clean. No side scoops, no hood scoops (perhaps later, on the SVT Cobra version), and no badges on the fenders except for a simple “GT” designation on V-8s.

    Erickson says that unlike the quarter-century-old Fox platform that gave the previous Mustang somewhat stubby proportions, there’s no need to dress up the shapelier DEW98. That’s Ford-speak for the 2005 Mustang’s structural bones, a skeleton shared with the Lincoln LS, Jaguar S-type, and Ford Thunderbird.

    “Basically, we asked, ‘What’s the last rear-drive program we were happy with?’ and started there,” says Mustang chief engineer Hau Thai-Tang.

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    The newest DEW sports a much longer wheelbase than the Fox (107.1 inches versus 101.3 inches). It also features clipped overhangs; a better relation among the steering wheel, pedals, and shifter; and more distance from the front axle to the dash, as if the car had been stretched out like taffy. Indeed, the DEW Mustang is 4.4 inches longer stem to stern than the Fox. Front-seat passengers get the most benefit; adult riders in the coupe’s rear seat will still be seeing their knees and scraping their noggins on the glass.

    The new platform should be less jiggly, with torsional rigidity of convertibles rising a claimed 100 percent over the old Mustang and 10 to 15 percent over the Thunderbird. Even so, curb weights should be within one percent of the current 3300-to-3500-pound Mustang, says Thai-Tang, thanks in part to the use of prewelded, variable-thickness stamping blanks and an aluminum hood.

    Although the other DEW vehicles have all-independent suspensions, the 2005 Mustang goes without. That’s mainly to keep down costs, says Thai-Tang. It’s also partly because the majority of Mustang owners don’t know or care what kind of rear suspension they have, he says, and partly to serve street racers and quarter-milers who love a live axle’s simplicity and cheap interchangeability.

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    Ford’s new car czar, Phil Martens, group vice-president of product creation, says, “When I first got here [from Mazda in March 2002], I made the decision to put the solid axle back in. To go out and immediately disband what people know this car to be, which is the best high-performance sports car for under $20,000, is a mistake.”

    The live axle has been revised from the old Mustang’s four-link rear. Gripping the axle now are two lower trailing links, a single upper link, and a Panhard rod for side-to-side stiffness. Replacing the old setup, two triangulated upper links, with the Panhard rod allowed engineers to relax the bushing stiffness in the links to soften the ride while fortifying the axle’s lateral stiffness with the Panhard. Ford also upsized the axle shafts for better camber stiffness. Sharper steering response and cornering control should result.

    In the nose, Ford has affixed low-friction struts braced by L-shaped welded stamped-steel lower control arms. The front coils that rode directly on the control arms of the Fox Mustang have now moved to their more appropriate position on the strut itself. Drivers should enjoy a tighter, more-tied-down feel to the front end, says chassis engineer Mark Rushbrook, along with less noise and impact harshness.

    “We focused a lot of attention on the tuning of the dampers,” he says. “We want a firm damping feeling that was not present in the old car.”

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    The SOHC 12-valve, 4.0-liter V-6 with 202 horsepower and 235 pound-feet, also running in the Ranger pickup, opens the Mustang’s power résumé. Martens calls the V-8 GT “the most accessible 300 horsepower on the market.” By accessible, he means cheap, at least compared with the 305-hp Mach 1, which runs $29,590. For 2005, the base GT will feature almost the same power for about $25,000.

    The base 4.6-liter V-8 now features an aluminum block and receives the SOHC 3-valve aluminum cylinder heads and variable-cam-timing mechanism from the new Ford F-150’s 5.4-liter V-8. Engineers have squeezed more airflow efficiency from the heads, in part with a computer-controlled intake flap that varies the port sizes with engine speed. At low speeds the flaps constrict the passages to create a venturi effect and induce turbulence for better charge mixing. At higher speeds they open wide to let past the rushing atmosphere.

    Ford claims 300 horsepower at 6000 rpm and 315 pound-feet at 4500 rpm, a 40-horse and 13-pound-foot climb up from the current GT. Fitted with the Tremec 3650 five-speed manual (a five-speed auto is available on both V-8 and V-6) and running through the standard-across-the-board 8.8-inch, 3.31:1 rear end, the GT should easily lay down two rail lines of rubber with its standard 235/55WR-17 tires or optional 255/45 tires on 18-inch wheels.

    Expect 60 mph to whiz by in the low-five-second range in a manual V-8, somewhere around seven seconds for a V-6. All we need is Jan and Dean and the Great Society, and boomers will be babes again.

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    Cobra Aspires To Be M Fighter

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    Phil Martens has put his fingerprints all over the new Mustang. At the helm of Mazda until March 2002, when he became Ford’s group vice-president for product creation, Martens helped engineer the 2005 Mustang’s move from Ford’s assembly plant in Dearborn, Michigan, to the Ford/Mazda plant in nearby Flat Rock. There, the Mustang takes advantage of Mazda technology for better body assembly and quality control.

    Martens also has an idea of where the next SVT Cobra is headed: “We have to have a Cobra that is world-class level. The old Fox platform couldn’t deliver that; this one can.” Expect a bigger, broader separation between Mustang GTs and SVT Cobras, he says. BMW’s M cars are serving as inspiration; hence, the next Cobra will have to have an independent rear suspension, he says.

    “It has to. The expectation in this category is for a much more refined product.” Also likely: supercharging and a substantial increase from the current Cobra’s 390 horsepower. Ford has set no firm price ceiling, Martens says. “The only restriction is that you have to build it on the [Mustang] line, and the quality has to be there.” —AR

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    2005 FORD MUSTANG

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    Vehicle type: front-engine, rear-wheel-drive, 4-passenger, 2-door coupe

    Estimated base price: $18,000

    Major standard accessories: power windows and locks; remote locking; A/C; cruise control; tilting steering wheel; rear defroster

    Base sound system: Ford AM/FM radio/CD player, 4 speakers

    BASE ENGINE
    Type V-6, iron block and aluminum heads
    Bore x stroke 3.95 x 3.32 in, 100.4 x 84.4mm
    Displacement 245 cu in, 4009cc
    Compression ratio 9.7:1
    Fuel-delivery system port injection
    Valve gear chain-driven single overhead cams, 2 valves per cylinder, hydraulic lifters
    Power (SAE net) 202 bhp @ 5250 rpm
    Torque (SAE net) 235 lb-ft @ 3500 rpm
    Redline 5750 rpm

    OPTIONAL ENGINE
    Type V-8, aluminum block and heads
    Bore x stroke 3.55 x 3.54 in, 90.2 x 90.0mm
    Displacement 281 cu in, 4601cc
    Compression ratio 9.8:1
    Fuel-delivery system port injection
    Valve gear chain-driven single overhead cams, 3 valves per cylinder, hydraulic lifters, variable intake- and exhaust-valve timing
    Power (SAE net) 300 bhp @ 6000 rpm
    Torque (SAE net) 315 lb-ft @ 4500 rpm
    Redline 6000 rpm


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    DRIVETRAIN
    Transmissions 5-speed manual, 5-speed automatic
    Final-drive ratio 3.31:1

    DIMENSIONS
    Wheelbase 107.1 in
    Track, front/rear 62.3–62.8/62.5–63.0 in
    Length/width/height 187.6/72.1/54.5 in
    Ground clearance 5.7–5.8 in
    Curb weight 3300–3500 lb
    Weight distribution, F/R 53.0/47.0%

    Curb weight per horsepower 11.7–16.3 lb
    Fuel capacity 16.0 gal

    CHASSIS/BODY
    Type unit construction
    Body material welded steel stampings

    INTERIOR
    SAE volume, front seat 53 cu ft
    rear seat 33 cu ft
    luggage 12 cu ft
    Front-seat adjustments fore-and-aft, seatback angle, height (optional); driver only: lumbar support
    Restraint systems, front manual 3-point belts, driver and passenger front and side airbags
    rear manual 3-point belts

    SUSPENSION
    Front ind, strut located by a control arm, coil springs, anti-roll bar
    Rear rigid axle located by 3 trailing links and a Panhard rod, coil springs, anti-roll bar

    STEERING
    Type rack-and-pinion with hydraulic power assist
    Steering ratio 15.8:1
    Turns lock-to-lock 2.8–3.1
    Turning circle curb-to-curb 34.4–34.7 ft

    BRAKES
    Type hydraulic with vacuum power assist and anti-lock control
    Front 11.5–12.4 x 1.2-in vented disc
    Rear 11.8 x 0.7-in vented disc

    WHEELS AND TIRES
    Wheel size base, 7.0 x 16 in; GT, 8.0 x 17; opt GT, 9.0 x 18 in
    Wheel type cast aluminum
    Tires base, BFGoodrich Traction T/A, P215/65TR-16; GT, Pirelli, P235/55WR-17; opt GT, BFGoodrich g-Force T/A KDW2, P255/45ZR-18

    ESTIMATED PERFORMANCE
    Zero to 60 mph 5.3–7.5 sec
    Standing 1/4-mile 14.1–15.5 sec

    Top speed (governor limited) 118–150 mph

    ESTIMATED FUEL ECONOMY
    EPA city driving 18–20 mpg
    EPA highway driving 24–29 mpg

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  2. TriShield

    TriShield Super Moderator® Super Moderator

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    As with the resurrected Pontiac GTO, the interior quality of the new Ford Mustang looks excellent. :cool:
     
  3. Sideways

    Sideways Do I look like I give a damn?

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  4. Nickos

    Nickos Active Member

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    You are not TriShield

    oh wait, nevermind




    i heart ford :)
     
  5. Sideways

    Sideways Do I look like I give a damn?

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    It took an asian guy to do it :bigthumb:
     
  6. Front end looks similar to an e30. :ugh:

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  7. ///TRASH

    ///TRASH Hideously Erect

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    14.1 haha
     
  8. TriShield

    TriShield Super Moderator® Super Moderator

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    Like the GTO, it could look a slightly better on the outside with a little of this and that, but overall I still like it.

    It's growing on me.
     
  9. TriShield

    TriShield Super Moderator® Super Moderator

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    A white guy styled it, an asian guy was the chief engineer.
     
  10. Pro Street

    Pro Street New Member

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    it looks like a fish from the side :cool:
     
  11. Pro Street

    Pro Street New Member

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    :rofl:

    um, think 1st gen stang.
     
  12. KyngNothing

    KyngNothing My own little world...

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    I don't love the back, the bumper looks like it's coming up too much, but other than that :cool:
     
  13. Shh! I'm trolling here! :squint:
     
  14. DjShiznit

    DjShiznit Representing Deutschland, yah.

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    :drool: :drool: :drool: God damn that's sexy :boink:
     
  15. smell my finger

    smell my finger strive nonetheless towards beauty and truth,

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    '05 gt > 350


    :o
     
  16. mayorbill11

    mayorbill11 Guest

    it's almost as big as the new GTO.
     
  17. TriShield

    TriShield Super Moderator® Super Moderator

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    :hisxlnc:
     
  18. èpic

    èpic aka modernlife

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  19. Abraxis

    Abraxis Denny Crane.

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    $25K? That's awesome, just what we needed. I was worried the GT would start closer to $30k due to the new body style. Even the V6 is pretty good bang for the buck. This thing grows on me more and more with every report.
     
  20. TriShield

    TriShield Super Moderator® Super Moderator

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  21. Sideways

    Sideways Do I look like I give a damn?

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    The true test in pricing will be when the new Cobra comes out... I have a feeling they are going to make it a "Carroll Shelby super car" and be nowhere near a low $30,000 pricetag.
     
  22. scottgekko

    scottgekko Guest

    it seems to me that 300 hp just isnt going to cut it....the Z28's had over 300 hp 5 years ago, so if i were ford it woulda had at least 325...seems like a nice round number. A whole new design, chasis, and engine and still only 300 hp....:squint:
     
  23. Montoya

    Montoya OT Supporter

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    Only $18K? PLEASE TO MAN JESUS SELL THEM OVER HERE!!11
     
  24. èpic

    èpic aka modernlife

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    If you need more engine, buy Cobra.
     
  25. èpic

    èpic aka modernlife

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    Jap companies need to start taking notes on Ford.
     

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