The revamped
1999 Ford Mustang gets an edgier retro look, considerable refinement and a lot more horsepower.
Mustang fans are lucky the car is here. Ford planned to replace the rear-drive Mustang in 1994 with the front-drive Probe largely designed by Mazda--until hit by a fire storm of protest from Mustang lovers. After all, the Mustang had become an icon.
Ford listened to the Mustang fans. It kept the Probe, but redesigned the Mustang for 1994 to be more comfortable and to appeal to a wide group of motorists--as it had done with the original 1964 1/2 Mustang.
Meanwhile, General Motors' rival Chevrolet Camaro and Pontiac Firebird continued as generally uncomfortable cars that almost seem like refugees from the 1960s. Their sales have dwindled while Mustang sales have been strong.
Ford, which dropped the Probe in 1997, will introduce a totally new rear-drive Mustang for 2002. Until then, the revamped Mustang will gallop on.
The 1999 Mustang retains the Ford ``Fox'' platform it's had since 1979, and weights and dimensions are basically unchanged. But the 1999 model gets new styling and more signature Mustang cues, such as the galloping pony emblem in the grille, decorative side scoops and tri-bar taillights.
Ford has made the car quieter and given it a new $230 traction-control system, which comes in handy on slippery roads.
Helping ride and handling are revised steering, new spring rates, wider rear track and more rear suspension up-down travel. Brakes have been improved and chassis improvements include stiffer construction for the convertible.
There has been a three-foot reduction in the turning circle to help those who must maneuver in tight spots. And the driver's seat moves back an inch farther so taller folks can get a bit more comfortable behind the wheel.
The slightly costlier--but well-equipped--Mustang comes as a $16,470 coupe; a $21,070 convertible with a V-6 and as a $20,870 GT coupe and $24,870 GT convertible with a V-8. An SVT Cobra model with a 316-horsepower dual-overhead-camshaft V-8 and independent rear suspension debuts in February; the coupe will list at $27,460 and the soft top will cost $31,460.
Horsepower of the 3.8-liter pushrod V-6 has been increased to 190 from a wimpy 150, while the 4.6-liter, single-overhead-camshaft V-8's horsepower is up from 225 to 260. Both came with a five-speed manual or four-speed automatic. I tested the Mustang V-6 with an automatic and GT V-8 with a manual. The V-6/automatic model now looks nearly the same as the racier GT model and will account for most sales. The GT V-8 makes that model far more competitive with Camaro and Firebird V-8 models.
Both models feel more substantial and are fun to drive. The cockpit is well-designed, although power seat controls are poorly located. The front seat area remains tight and the rear seat is for kids and pets. The trunk is fairly big.
Pros and cons of each model:
* Mustang V-6/automatic: For the first time, the V-6 provides lively performance and loafs at 65 m.p.h., although it's gruff when pushed. The automatic shifts very efficiently.
The light, precise power steering is darty; sneeze and you might find the car in the next lane on expressways. Handling is crisp, and the supple suspension delivers a smooth ride--although it gets jittery on some roads. The soft brake pedal is easily modulated.
* Mustang V-8/manual: The engine delivers exhilarating acceleration and a classic V-8 sound via its larger dual exhausts. But, while the shift gate is well-defined, the high-effort shifter is rather notchy and works with a stiff clutch that's no fun in heavy traffic.
The steering felt less darty, partly because the GT has wider wheels and performance tires. The suspension is firmer for sharper handling, but the ride remains supple.
Of these two Mustangs, the V-6/automatic model makes the most sense for most people, although the V-8/manual model is the most stirring. The same could be said for the very first Mustang models.