Top speed 0-100kph On sale Price
got comfortable and familiarised myself with the car in minutes. The new switchgear on the dash and AC controls are sturdy and gratifyingly mechanical in feel, with the heft of high-end Eighties’ guitar amp dials. The roof is semi-automatic, or semi-manual, though it lowers swiftly just as long as you’re parked still. Even at walking pace it refuses to budge, while a Porsche Boxster allows you to drop the top at up to 80kph.
On the move, though, the Mustang’s cabin is particularly quiet and refined, and this is even more apparent when you consider it’s a convertible model and you’re at the naughty end of tripledigit speeds. The ride, too, thanks to less unsprung weight and that neat new chassis and suspension is just great. I only had the car for two days and hundreds of kilometres vanished.
When you actually delve into that 2.3-litre engine, it seems quite impressive. The torque curve is concentrated pretty low down in the revs, but the motor does have aluminium everything, direct injection, variable cam lift and a Mustang-specific intake manifold. That’s why you get 310 horsepower and 420Nm of torque, which easily rivals the old (or new) V6 Mustang. Zero to 100kph, then, doesn’t take long. As for the automatic transmission, it, well… it changes gears. Automatically. And the plasticky shift paddles are totally dispiriting.
I have a feeling a manual box would infinitely (not literally) improve the car, and several experienced Stateside peers agree and confirm this sentiment. You would do well to insist on a manual transmission Mustang once you sit down with an Al Tayer Motors suit. ack to that engine. In preproduction form it’s not quite as impressive. There’s turbo lag and it doesn’t sound the greatest, but Ford Middle East assures us that this car is not fully representative of the production model. In fact, Ford is confident that the engine will be completely transformed in the final car. But a 5.0, stick shift, in this chassis? Oh man! And what a chassis it is. Extensive use of aluminium lowers critical unsprung mass and the front’s been reworked too. The subframe up there is stiffer than before while reducing weight. The suspension geometry, springs, dampers and bushings are all said to more closely match the brilliant 2012 Boss 302 but this new ’Stang is undeniably a massive evolution of the muscle-car dynamics. I couldn’t honestly detect any nasty scuttle shake, in fact the drop-top is tight for, you know, a drop-top.
I also love that Ford’s guys disregarded a stupid recent trend and went with a thin steering wheel rim, which is way better at communicating the system’s excellent directness and feel. Sure it weighs whatever, but the Mustang is controlled and consistent, so you can feel the grip and push this new car confidently, and hard. There is no hesitance like you used to get with them live axles of old. This is not something I could have said about the previous GT on, say, Tennessee’s Tail of the Dragon or Colorado’s Pikes Peak.
Based on your package, there is also an aggressive final drive and a limited slip rear differential. Our tester had Pirelli P Zeros and exhibited dynamics you’d attribute to a really sorted sports car. Mustang done grew up.
And still there’s a thing. In our Middle Eastern context, economy is not even a watchword. In the four-pot you’ll simply push harder here, and burn more 98 Octane. Factor that into the base price.
Or you could pop your blue collar and polish that 5.0 badge.
The AC controls are gratifyingly mechanical in feel, with the heft of Eighties’ guitar amp dials