We don't know about you, but for this author, the old 'Stang instantly felt obsolete when Ford gave the world this 6th-generation model. That's right, the old horse is dead and it's time to buy yourself an all-new Mustang.
Unlike the model it replaces, this all-new steed isn't a tribute to the original American muscle from the '60s. Instead, it's an evolution of the icon that meets the modern definition of what a sports car should be. Sure, the shark-bite front design, long hood, and short rear deck are all unmistakable. But it ended up looking like this not because of what Ford wanted it to be, rather it's what the world wanted from a Mustang.
The new car is both lower and wider by 381 mm in both directions, improving CoG (that's center of gravity for you) and overall track width. It's also blessed with a sleeker profile, letting it cut through air more efficiently. But the biggest change of all, at least on a mechanical standpoint, is the fully-independent rear suspension.
Yes, Ford engineers finally figured out that sports cars need to turn both left, and right.
The basic layout of the interior on the all-new Mustang sticks to the classical twin-hump architecture. There's an abundance of beautiful leather, brushed metal, and very retro switches that keep your eyes entertained. Revisions in the suspension also allows for better shoulder, hip, and cargo room.
As the first globally-sold Mustang, Ford realized that a good number of would-be buyers will take their ponies on track. That's why it comes with 4 Selectable Drive Modes that fiddles with the powertrain and chassis settings to suit the road ahead.
Normal Mode, as the name suggests, is a balance of comfort and handling. Sport+ sharpens up the steering and throttle response, as well as alters the shift points of the SelectShift auto slushbox. Track Mode, which is “track use only” according to the brochure, allows the driver to push the 'Stang to its limits and makes the AdvanceTrac electronic stability control less intrusive. Finally, Snow/Wet Mode only comes in handy when the road is wet because it never snows in the Philippines.
Track Apps, on the other hand, is a funky new feature that allows the driver to look at different gauges, watch a G-meter, record acceleration and braking times, and even display a drag-strip 'Christmas Tree'. Meanwhile, the Electronic Line-Lock lets you do very smokey burnouts on demand.
Of course, what's a Mustang without a big V8 under the hood. Although it's still a 5.0L like in the old 'Stang, this engine is heavily revised with bigger valves, camshafts, stiffer valve springs, new cyclinder head, forged con rods, and a rebalanced forged crankshaft to name a few. As a result, it gets 435 hp and 542 Nm of torque at the crank, which is around 5% more than the old block.
There is, however, no more V6 on the list. Instead, we get the 2.3L 4-cylinder EcoBoost. Sure, that's half the number of cylinders, which is the antithesis of what a muscle car should be, but you have to keep in mind what 'Boost' stands for in EcoBoost. Yup, it's a big-ass turbo that gets the power output to 310 hp and 434 Nm of torque.
Sadly, the 6-speed manual is not offered locally, so you will have just to learn to cope with a 6-speed SelectShift auto with paddle shifts.
If you really really want one, the all-new Mustang with the 2.3L EcoBoost is tagged at P2.499-million or about the same as a Subaru WRX STI and a VW Golf GTI. The Mustang V8 GT, on the other hand, is listed at P2.999-million and gets a different grille, 19-inch rims, and 2 additional paint options: Triple Yellow Tri-coat and Competition Orange.