It may be the most advanced Mustang to date, but there’s old-school charm in the GT’s lively connection to the road that you don’t get from the Camaro’s industrial-adhesive grip.ĭue to the supersoft Pirellis and our sliding around, we burned through two-two!-sets of rear P Zeros before the Mustang could return to the strip at 40,000 miles, at which point it returned nearly identical acceleration figures as when new, only upping its quarter-mile trap speed by a tick to 113 mph. The visibility up front is good, with more glass and a notably taller saddle than in the Camaro, and the improved ride quality and composure from the 21st-century suspension don’t constrict the car’s playfulness or chuckability. It wasn’t our first choice on chilly mornings or for long trips-rear-seat comfort being largely dependent on the ease with which passengers could remove their heads-but the Mustang drew high marks for day-to-day entertainment and livability as a two-seater. MARC URBANO, MICHAEL SIMARI, ALEX CONLEYĪlthough the Recaros lacked the power adjustability and heating and ventilation offered by the Premium’s standard thrones, the GT quickly gained supporters for its sinister presence and a design penned with just the right amount of retro. Want to fit into the optional Recaro seats? Try switching to 95-calorie Michelob Ultra. The night belongs to Mustang (and also to Michelob). (The 455-hp Chevy hit 60 mph in four seconds flat, and it blitzed the quarter in 12.3 at 118 mph.)
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A solid 156-foot stop from 70 mph and 0.94 g of lateral stick evidenced the latest Mustang’s impressive road adhesion, despite both figures trailing the 150-foot and 0.98-g returns posted by our manual Camaro SS.
When new, it dashed to 60 mph in 4.3 seconds and covered the quarter-mile in 12.9 at 112 mph, making it the quickest GT we’ve tested and almost as fleet as the 526-hp GT350. Upon its arrival in late fall, there was just enough time to break in and track-test our GT before it needed a set of OE-size Bridgestone Blizzak LM-32 winter tires to stay out of snowy embankments. The bundle’s painted 19-inch wheels wrapped in staggered Pirelli P Zero summer rubber (255/40s in front, 275/40s out back) completed our car’s midnight-rider visage. The Performance package also features chassis and strut-tower braces, a firmer suspension tune, a larger radiator, and revised programming for the electrically assisted power steering and stability-control system. We took a pass on navigation, adaptive cruise control, and other amenities, save for black leather manual Recaro sport seats ($1595) and the GT Performance package ($2495), which nets six-piston Brembo front brakes with 15.0-inch rotors (up from the base 13.9-inchers) and a shorter 3.73:1 rear axle with a Torsen limited-slip differential. Premium trim also adds nicer interior materials, such as a seemingly machine-turned aluminum panel across the dash, but some hard plastics are reminders of the Stang’s blue-collar roots. Along with standard automatic HID headlights, eight airbags, and the GT’s line-lock burnout software, the Premium setup includes an 8.0-inch touchscreen in the console, dual-zone automatic climate control, heated and cooled leather front seats, selectable driving modes (normal, sport-plus, track, and snow/wet), ambient lighting, and heated exterior mirrors with galloping-pony puddle lamps. In the name of parsimony, we started with the V-8 coupe’s Premium trim level for $37,200 (base GTs start about $4000 less) and went light on the extras. This latest GT coupe also secured an immediate spot on our 10Best list (since displaced by the Shelby GT350), which ultimately led to this one taking up temporary residence at 1585 Eisenhower Place. Our 17-month, 40,000-mile rodeo began about a year after the then-new 2015 Mustang celebrated the golden anniversary of the original pony’s debut. That it shared our long-term garage with a 2016 Camaro SS lent us perspective on what is the most forward-thinking Mustang in half a century. It’s still a workaday barnstormer, and the Mustang’s evolution is still shadowed, as it was in the ’60s and ’70s, by a hard-charging Chevrolet Camaro. But the Blue Oval’s seminal pony car has not lost all sense of tradition as it finally enters the modern age and, with it, markets outside the U.S.
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A former reality-TV star has keys to the White House, the Chicago Cubs are World Series champs, and Ford Mustangs come with independent rear suspensions. From the June 2017 issue of Car and Driver.
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