ONE of the less quantifiable but more intriguing exercises we conduct behind the wheel of a new test car is to gauge fellow road users’ reactions to the freshly unpacked model in question. A rough measure of how much excitement the new car generates goes some way to determining how popular that model will be.
While many new models or derivatives seamlessly blend into traffic, acknowledged only by enthusiasts of the brands, every now and then a vehicle arrives that all but brings traffic to a standstill. The new Ford Mustang is one such vehicle.
The only other recent test vehicle that’s generated anywhere near the same level of excitement as this sixth-generation Mustang is the BMW i8, a vastly more sophisticated glance into the future of motoring compared with Ford’s unapologetically old-school offering.
When it comes to US-designed automotive fare, a penchant for cubic capacity was always going to be a sticking point when considering the emissions-conscious world markets targeted with the One Ford strategy. Ford’s compromise has been to fit a more environmentally friendly 2,3 EcoBoost engine option to complement the range’s flagship 5,0 V8.
In a South African context, the cosmetic differences between the four- and eight-cylinder versions are minimal. As part of a standard Performance Pack, both models get black 19-inch alloy wheels and the easiest ways of telling the two models apart are via their grille designs (the V8 has a honeycomb design and additional intake nostrils) and the appearance of either a GT badge or Mustang emblem (2,3) on the tailgate. Interestingly, the only Ford badging visible on the exterior is at the top of the windscreen on each car.
Available with both engine options (as well as the choice of either manual or automatic transmissions) are Fastback or Convertible body styles: the soft-top option featuring a canvas roof part-electronically lowered or raised while the vehicle is stationary. This roof is manually locked in place with a stiff lever on the header rail and, when lowered, is sealed from the elements with two flimsy, removable plastic side covers that are otherwise stowed in the boot. It’s not the most elegant of solutions, then.
Accepting the rudimentary operation of the drop-top’s roof, however, is crucial to understanding the Mustang’s standing in Ford’s global product portfolio. Introduced in 1964 as an uncomplicated, honest and, most importantly, affordable entry-level sportscar, these same (positive) attributes have been carried through each generation. Despite the current launch hype and steep local pricing suggesting otherwise, the sixth-generation Mustang is no different.
It’s not to say the new model’s interior isn’t suitably modern in terms of its application, specification or comfort, but when compared with those of its German rivals, the quality of plastics used and their construction appear distinctly budget-biased. Curiously, they’re also inconsistent with the other sophisticated Ford products in our market.
It’s fortunate for the Mustang, then, that its overwhelming sense of charm comes to the fore as soon as you slide behind its retro-styled multifunction steering wheel. From a low-slung driving position, the sight of the bulbous bonnet ahead dominates the view.
Much like the exterior treatment, there is no discernable difference in the specification levels. All Mustangs feature leather upholstery, dual-zone climate control and Ford’s Sync2 infotainment system, as well as a selection of driving modes (including sport+ and race track), and three settings for the electrically assisted steering.
It’s only once the starter button is pushed that the new Focus RS-shared 2,3 EcoBoost engine begins to play catch-up to the GT. Despite the fitment of a sound symposer on the former, there’s simply no substitute for the deep burble emitted by the 5,0-litre V8’s twin tailpipes. Although ultimately not as raspy as the four pipes jutting out from the Jaguar F-Type R, it’s the GT’s soundtrack that’s likely to be more socially acceptable.
It seems strange that models fitted with the six-speed manual transmission are the only ones featuring launch control, but a spirited stamp on the throttle pedal in both the automatic EcoBoost and GT models nevertheless serves as enough encouragement to get both vehicles off the line. Headlamps pointed skywards and with a somewhat surprising lack of wheelspin drama, the GT returned a fastest 0-100 km/h of 5,31 seconds; the 12 kg lighter Convertible achieved a more leisurely sprint time of 7,02 seconds.
Again, it’s worth remembering that standard Mustangs have never been about out-and-out performance, but have rather favoured effortless boulevard-cruising ability. While it remains to be seen whether any tyre-shredding special models will find their way here, the appeal of the Mustang range lies in each model’s unique ability to garner smiles while simply going about their business.
And yet, while cruising ability in any Mustang is guaranteed, Ford’s decision to (for the first time) grant the new car a fully independent rear-suspension system has been an inspired one. Together with firmer suspension, additional strut braces and limited-slip differentials (all part of the aforementioned Performance Pack), Fastback models specifically offer commendable cornering ability.
While some initial body lean is inevitable given the forgiving nature of the setup, there’s a welcome sense of balance and impressive levels of grip (front and rear) once the car settles into a corner. A somewhat blunted throttle response, combined with unhurried automatic transmission actions, mean neither the V8’s 306 kW nor the 233 kW available in the EcoBoost feels intimidating under hard acceleration.
Still, we don’t mean to take anything away from the wonderfully linear way in which the eight-cylinder motor delivers its 530 N.m of torque to the rear wheels. And, where the 2,3 EcoBoost option makes the most sense is, of course, with its 11,76 L/100 km fuel-index figure compared with the decidedly less politically correct 16,32 L/100 km figure associated with the GT.
Common on any convertible of this size is unwanted body flex due to compromised body rigidity. But, while the Mustang Convertible foregoes some of the coupé’s precision, there’s still fun to be had; given the 2,3 EcoBoost’s more relaxed characteristics and better fuel consumption, many might see it as the sweet spot in the drop-top line-up.
Also included in the Performance Pack are upgraded brakes and here both Mustangs performed well, delivering equally excellent results throughout our series of 10-stop brake tests.
