Ford Mustang 5.0 V8 GT Convertible
A drop-top muscle car joins the evo fleet, bringing with it a few surprises
‘Once you’ve got comfortable with the Mustang’s dynamic character, the speed you can carry is remarkable’
MY FIRST WEEK WITH THE MUSTANG was full of surprises, most of them good. The first was discovering that it was a V8, the second that it was a manual. I have history here, as some of you will know. Less thrilling was that it was a convertible but, as Meat Loaf would have it, two out of three ain’t bad.
Then, even before I got in, it endeared itself again by unlocking. Somehow, keyless entry doesn’t fit with my idea of America’s perennial bargain performance car, but that’s far from the end of the technology delights, illustrating that the Mustang isn’t as cheap and cheerful as it has traditionally been. The ratio of ‘bang for your buck’ is still pretty good too: the coupe costs a tad over £38k, the convertible £41,595, and the 5-litre V8 pumps out 410bhp.
I reckon there’s a bit of Elvis in his later days about the looks. All the characteristics and details of the original ’60s Mustang are there, it’s just that they’re on a shape that has filled out a bit. Lopping the roof off seems to make it appear even more chunky, though it still looks pretty tasty finished in optional Ingot Silver paint (£595). Our car also has the Custom Pack (£1795), the highlights of which are the ‘Shaker Pro’ premium audio, plus satnav, climate seats and reverse parking sensors, but there’s a load of good stuff that comes as standard, including a reversing camera.
I’d been steeling myself for a spell without DAB radio, but there was no need because it’s there. As is Apple Carplay, which my boys quickly had up and running so they could stream thumping, bass-heavy tunes as we cruised Cleethorpes promenade with the roof down. Kids eh? Me, I’d have been happy enough to listen to the mellow woofle and burble of the big V8. Big kids, eh?
Another welcome surprise was that the Mustang is a proper four-seater, with space even for adults in the back. Mind, even children who were hitherto enthusiastic, nay, insistent that the roof be lowered will concede within a couple of miles that, even on a mild autumn day, it does get a bit chilly in the back.
That the Mustang is a bit of a drinker is
less welcome but not unexpected. There is payback, of course. The noise it makes from cold is wonderful, being just loud enough and serious but not coarse. It’s just the sound I wanted from my Capri’s 5328cc Rover V8, and which BTB Exhausts managed to conjure up when they created its amazing system. The Mustang has more power from less capacity – 410bhp versus 300bhp – but while the stripped-out and (relatively) teeny Capri weighs about 1000kg, the Stang is hauling just shy of 1800kg according to our scales.
Still, it goes well and the engine’s obviously substantial flywheel helps smooth out any clumsiness you might induce with the clutch and six-speed manual shifter. This, too, is well judged, with a pleasingly mechanical action. The foolproofing extends to the chassis: the car can feel a bit busy on your typical gnarly B-road, and the flex in the open-top body adds a bit to this, but there is astonishing traction and grip, even in the wet.
The limited-slip differential and nowindependent rear suspension keep the rear hooked up and driving the Mustang forwards unless you are seriously determined. Add in strong lateral grip from the P Zeros and you have a car that feels heavy and a bit wobbly and which rolls a fair bit, but hangs on more tenaciously than Theresa May. Once you’ve discovered this and got comfortable with the Mustang’s dynamic character, the speed you can carry is remarkable. And it stops, too, the big front discs and their six-pot Brembo calipers being as effective as they look.
So, it’s been interesting getting to know the Mustang, and mostly positive. Next month another member of the team will take custody, and we’ll see if they feel the same.