2002 Ford Mustang Review

Prices:
$28,605-$32,605
Likes:
Unique. Fast. Race-car handling. Hand-assembled V-8. Independent rear suspension.
Dislikes:
Tight back seat. High trunk opening. Awkward power seat adjustments.

The SVT Mustang Cobra is by far the best Mustang since the first one debuted in 1964 and is probably as good as the car will get before an all-new model arrives for 2004. That's saying a lot, considering there have been many versions of the Mustang, which is an all-American icon that symbolizes a youthful spirit of adventure.

The $28,605 Cobra coupe and $32,605 convertible are pricey for a Mustang. But they're unique models from Ford's elite Special Vehicle Team. It transforms regular Ford cars and trucks into limited-production, high-performance vehicles, which have higher resale value and collectible status.

The Cobra has something not expected from a major automaker: a hand-assembled engine. It's a 320-horsepower V-8 with dual overhead camshafts and 32 valves. This engine is far more potent than the 260-265 horsepower V-8s in the high-performance Mustang GT and Bullitt models. Two-person SVT teams assemble the sweet-sounding Cobra V-8, which has a signature plate inscribed with their names. Neat touch! Classic Aston Martin sports cars had such a plate.

Other Mustangs have an old-fashioned solid rear axle, but the Cobra features an independent rear suspension for better ride and handling. It also has Brembo high-performance brakes used by exotic foreign sports cars and other special items that assure it will run strongly despite the hard driving it's expected to experience. Contributing to a long engine life are race car-style items such as a water-to-oil cooler to help keep engine oil temperatures down at high rpm.

Many Cobra owners want the world to know they've got something special. Thus, while the Cobra looks much like the Mustang GT, it sits lower and has a unique fascia and hood design, distinctive 17-inch wheels and Cobra emblems. However, nonfunctional vents on the rear fender detract from the car's no-nonsense design.
The Cobra is well-equipped, with items such as air conditioning, power windows, mirrors and locks and an in-dash 6-disk CD changer. The only options are $395 polished alloy wheels and a nicely integrated $195 rear spoiler, which was on the Cobra coupe and convertible models I tested.

But you're out in the cold if you want an automatic transmission. The Cobra comes only with a five-speed manual gearbox because it's for serious drivers who like the faster acceleration and added control a manual provides. The shifter has a firm, precise action and works with a rather stiff, long-throw clutch capable of reliably transferring 320 horsepower and lots of torque to the rear wheels.
A limited-slip differential and traction control system help keep the Cobra stable on slippery roads. The brake pedal has a linear action and an anti-lock system is standard. Emergency stopping distances are short. Steering is quick, and the all-independent suspension provides a supple ride.

The 150-mph Cobra streaks to 60 mph in 4.8 seconds and can hit 100 mph in 12 seconds; that was race-car performance not long ago. The 4.6-liter V-8 is smaller than the 5.7-liter V-8 in the rival 325-horsepower Chevrolet Camaro Z28, but it has a more modern, higher-rev design. Estimated fuel economy is decent for such a car: 17 mpg in the city and 25 on the highway, where the engine loafs at 1,900 rpm at 65 mph.
The Cobra coupe has a quieter interior than the convertible, which has a fast-acting power top and little wind turbulence in the front seat at highway speeds with the top lowered. The convertible feels as tightly built as the coupe and its interior is fairly quiet with the top up.

Exterior door handles are artfully shaped, and it's easy to slide in and out because the seats are high. The cockpit is small, but 6-footers can get reasonably comfortable up front in specially bolstered sport seats. The rear seat is for kids--unless front occupants move their seats very far forward. Safety belts get in the way when entering or leaving the back seat Other faults: Power front seat controls are awkwardly put at the bottom front of the seat. Gauges are stylish, but radio controls should be put above climate controls because a car's sound system generally is used more often.

The coupe has a fairly big trunk and rear seatbacks that fold forward to enlarge the cargo area. The convertible lacks such seatbacks, but its trunk is reasonably large. The trunk lid raises well up out of the way on struts, but trunk openings are rather high on both models. Despite its performance, the Cobra easily can be driven daily. And it won't cost an arm and a leg to keep it running well.