The all-new 2005 Ford Mustang continues as one of the best looking, best performing compact sporty coupes on the market. Ford designers and engineers started with a clean sheet of paper with this all-new Mustang, the best ever.

The antiquated 'Fox' platform that first appeared in the 1978 Ford Fairmont was finally discarded. The new, stiffer and more torsional platform is the same that underpins the new Ford Thunderbird, Lincoln LS and Jaguar S-Type. Wow, what a difference, no noise, vibration or harshness to speak of. It is rock solid at speed and when driving over poorly paved roads. I tested the convertible model that is assembled alongside the coupe in the same plant. The new frame underpinning the convertible gets extra bracing to keep it almost as rigid as the coupe when traveling over poorly paved road surfaces.

The power top mechanism is one of the best I've tested so far. Ford engineers used an all-new 'floating' five bow top with Z-fold construction that provides a more finished, tidy, top-down appearance. Engineers eliminated most of the wind noise and buffeting, not by adding airfoils or diffusers, but instead engineered the solution by raking the windshield header panel slightly backward to assist airflow management-a quieter and more comfortable ride. With the top up, you can still see the classic Mustang looks-and features a wide glass backlit with defroster, full quarter windows and trim C-pillar for excellent visibility. Also, both front windows features express up/down plus both quarter windows go up/down together with the push of one button, for your convenience.

The all-new Mustang is pure American muscle with a standard 210hp 4.0 liter, cast iron block, SOHC V6 or more powerful GT with a 300hp 4.6 liter, SOHC, 3-valve per cylinder, all-aluminum V8 engine.

The new look is a combination of older Mustang design cues with today's high-technology, and features the basic long hood and short deck coupe design. Classic design cues include the C-scoops on the sides and 3-element vertical taillights in the rear. The menacing 'shark-like' nose is reminiscent of the 1967 Mustang while the jeweled like halogen round headlamps in trapezoidal housings are part of the new modern look. The signature Mustang silver pony sits prominently in the center of the grille.

A very aggressive rake gives the design visual motion, while the flared fenders, lower side skirts and short front and rear overhangs anchor it visually and physically to the road. I really like the new look, and so do all the thousands of consumers who have chosen to purchase this American classic. It is the best all-new sporty coupe for 2005.

Both the V6 and V8 engines come standard with smooth shifting Tremec 5-speed manual transmissions turning the rear wheels. The V6 gets the T-5 model, and the V8 gets the stronger T-3650 version. Each transmission features close-ratio, quick shifting that pulls strong all the way up to redline. Optional for both Mustangs is a smooth shifting 5-speed automatic with very good 'off-the-line' punch and returning excellent mpg.

The Mustang suspension has been re-engineered but still uses the same independent front and solid axle rear setup. Up front are coil-over MacPherson struts with reverse L lower control arms made of lightweight I-section steel. A firm bushing is positioned where the shorter leg of the L-arm connects with the chassis to control side-to-side motion and quicken the steering response. The fore-and-aft movements are directed through a softer compliant bushing at the longer, rear L-arm leg, which dampens road shocks. This isolation is a direct benefit of the reverse L configuration of the control arms. Springs are mounted over the MacPherson struts in a coil-over-shock configuration. This layout allows the shocks to dampen forces in the same section as the springs, cutting friction and enabling more precise shock-valve tuning. A 34mm tubular stabilizer bar in the V6 and a 28.6mm tubular stabilizer in the GT limit body lean and roll. The advanced solid-axle rear suspension completely eliminates engine wheel-hop associated with past Mustangs.

Engineers opted for three-link architecture with a Panhard rod that provides precise control over the rear axle. A central torque arm is fastened to the upper front end of the differential, while trailing arms are located near each end of the axle. A lightweight tubular panhard rod sits parallel to the axle and is attached at one end to the body and at the other end to the axle. It stabilizes the rear axle side-by-side as the wheels move through jounce and rebound. It also firmly controls the axle during hard cornering. Constant rate coil springs and outboard shocks are tuned for a firm yet compliant ride. The shocks are located on the outside of the rear structural rails, near the wheel, reducing the level offset of the axle and allowing a more precise and slightly softer tuning of the shock valves. The V6 gets a 20mm, and the GT an 18mm solid stabilizer bar to further enhance handling during cornering. By using separate longitudinal and lateral links, engineers can isolate the forces acting on the rear axle and tune the bushing accordingly. The result is more precisely controlled axle throughout the range of motion. Bump-steer is now eliminated and the car handles as well as any sport-tuned 4-wheel independent suspension.

The power-assisted rack & pinion steering system works perfectly with this unique suspension in giving fast, precise response to your inputs, along with a great feel for the road and excellent on-center control. Just a little touch of the steering wheel moves the Mustang's direction. I was very impressed with the newly engineered suspension.

The new brakes quickly and safely slow the Mustang down from speed. The V6 gets 11.5in. vented discs up front and 11.8in. solid discs in the rear, while the GT gets 12.4in. vented discs up front and 11.8in. solid discs in the rear. Both models come with dual piston calipers up front and single piston calipers in the rear. ABS is a $775.00 option and comes with traction control, but both should come standard to increase handling control and safety during severe braking and when riding and braking on wet road surfaces. The V6 Mustang rides on standard 16X7in. aluminum wheels wrapped with 215/65R16in. all-season radials. The GT rides on 17X8in. aluminum wheels wrapped with Pirelli 235/55ZR17in. P6 performance radial tires offering great traction and a smooth ride.

The all-new interior is roomier than ever. The unique 'flying buttress' dashboard is covered with aluminum plates and four silver ringed air vents direct cool or warm air. Both the silver-ringed instrument cluster and 'eye-lash' styled dashboard shelf are reminiscent of the '60's models. The bucket seats are very comfortable and supportive with 3 more inches of legroom to stretch out your legs. The sporty steering wheel features 3-aluminum spokes and feels great in your hands.

All buttons, dials and switches are within easy reach. The center console features a new smaller manual shift-knob that is perfectly placed for easy gripping and the new T-shaped automatic shifter sits in an aluminum toned housing also reminiscent of the 1960's models. The center storage bin is deep and wide to store your needed items, and you also get dual cup holders. The rear seats can only accommodate two small children and can be used for storage of larger items. There is a lever behind each seatback that quickly moves the seatback forward for easy retrieval. The convertible's trunk is small but the coupe's trunk can handle a coupe of large suitcases.

Standard features in the convertible include the power top that take just 30 seconds to lower or raise, dual power side view mirrors, variable speed wipers, cruise control with steering wheel mounted buttons, AC/heater, Shaker 500 AM-FM/6-CD player/MP3 audio system with 6-speakers, 6-way powered driver's seat, tilting steering wheel, dual vanity mirrors, thick-cut pile carpeting/floor mats, 2-12volt power points, one-touch express power windows, power door locks, dual map lamps with theater dimming, and remote keyless entry. Options include leather seating surfaces, leather wrapped steering wheel, rear deck spoiler, 5-speed automatic, sport appearance package with Mustang graphics at the bottom of each door, easy-to-install convertible boot cover, and a wheel locking kit.

Standard safety equipment includes front/rear crush zones, side door impact beams, front/rear 3-point safety belts with front pretension/load limiters, and dual front airbags. My loaded Mustang came with optional side airbags.

Whether you order the standard 210hp V6 model or the more powerful V8 GT model, both Mustangs have great curb appeal, plenty of power and performance with a roomy, sporty and convenient interior. The all-new reborn Mustang is one of the best 2-door sporty coupes on the market and should be road-tested if you are looking to purchase a 2-door coupe.

COPYRIGHT:2005:HARVEY SCHWARTZ - EDITOR, AUTOMOTIVE ADDICTS

*Click on pictures to view full-size high resolution image.

Other Specifications:

Construction: unitized steel body, galvanized steel sheet body panels, aluminum hood
Wheelbase: 107.1in.
Total length: 187.6in.
Total width: 73.9in.
Total height: 55.4in.
Tread: f/r-62.8/63in.
Headroom: 38.6in.
Legroom: 42.7in.
Hip room: 53.6in.
Curb weight: manual-3,373-V6, 3,488-V8, 3,418-V6 auto, 3,525-V8 auto,
Add 175lbs. for the convertible model.
0-60mph: V6-6.4sec./V8-5.3sec.
EPA mileage specs: 19mpg/city, 25mpg/highway for the V6 automatic convertible