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Convertible (SCI) - May 2005
"
PASS THE SUNSCREEN. Ford has shaved the new Mustang of its lid, giving drivers
a chance to make their dermatologists yet more money. Most vehicles lose their
poise when they lose their tops, but Ford's engineers have delivered
a surprising departure from the norm. Unlike years past, when convertible
Mustangs demonstrated the structural rigidity of a Radio Flyer wagon, the 2005
version brings never before seen levels of solidity to the pony car genre.
Most
With a stiff structure, the 2005 convertible Mustang didn't need radically softened
springs and shock absorbers to minimise torsional loads on the body. On both V6 and
V8-equipped softtops, the rear spring rate is just 15 percent softer than the coupes.
While V8-equipped convertibles utilize a 14 percent softer front spring rate, V6s use
the same front spring rate on both convertibles and coupes. Suspension bushings and
steering are unchanged on the convertible, and the only anti-roll bar difference is
a switch on the GT: an 18mm bar replaced the 20mm rear bar.
The result: a ragtop that feels like the coupe 95 percent of the time. Cowl shake,
long the bugaboo of the topless set, is noticeably absent. Only when the vehicle
is pushed hard on rough surfaces does cowl and steering vibration become an issue.
Even when induced, it's severe. Better yet, the coupe's fine handling is preserved:
drivers weaned on traditional convertibles will be dumb-struck by the Mustang
convertible's responsiveness in the middle of their first spirited turn.
In order to reduce the interior wind turbulence, the Mustang convertible uses a taller windshield
and the windshield header has been subtly resurfaced. These, along with the
restyled rear seat backs, help keep wind buffetting to a tolerable level.
The rest of the interior is Standard coupe, which is a very good thing. With the
lined top up, the convertible's sound levels rivals the hardtop's. A large glass rear window helps to reduce the traditional C-pillar blind spot, while
rear-quarter windows are controlled by a single switch. The forward portion of the softtop is rigid, giving the top a smoother appearance when lowered.
Covering the stack with the easy-to-install soft boot highlights the ragtop Mustang's
handsome silhouette. Trunk space is reduced due to the top's folding mechanism - from the coupe's 12.3 cu. ft
[334 litres] to 9.7 cu-ft [272 litres] - but the remaining space
is well-shaped.
Either way, the aft end of the two-piece driveshaft connects to the well-engineered solid
rear axle. Some complained that the next-generation Mustang should have had independent
rear suspension, but the three-link live axle will make converts of many nay-sayers.
Predictable, smooth and relatively inexpensive, it shows that good engineering pays off.
Speaking of payment, how much for this newest addition to the Mustang roster? Prices start at $24,495 for the V6; V8s come in at $29,995.
Given its strong performance the Mustang convertible represents a considerable value."
[David Newhardt, Sports Car International - May 2005]
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