2010 Mustang GT Driving Impression

Slideshow: 2010 Ford Mustang GT >> You might have heard that the new 2010 Ford Mustang GT really isn't all that big a departure from the current car. But after spending some quality time in the new Stang, we can tell you there's more going on than meets the eye. Slideshow >> True, at quick glance, especially from the front, the new Mustang looks pretty similar to the current car. Yet every single body panel (other than the roof) is brand new. Subtle changes such as the canted-back grille, new headlights and black-chrome Mustang emblem on the front don't stand out (actually, the pony logo is just plain hard to see now, period!). Far easier to spot are the more pronounced hood power bulge, smoother fenders and tapered tail section with new taillights, the latter now with sequentially-illuminating turn signals. You won't mistake the new interior for the old — every piece has been reworked in some fashion. Possibly more important, the materials are of a much higher quality, far improved over any prior Mustang. For instance, the new dash and center stack surround are of a soft-touch skin called Thermoplastic Olefin, and the stack itself is a modern, tasteful design. The Mustang's engines aren't new. The 4.0-liter V-6 is unchanged, still with 210 bhp and 240 lb.-ft. of torque, while the GT adopts the power level of the 2009 Bullitt's powerplant through the use of a cold-air intake. The 15-bhp increase brings the 3-valve 4.6-liter V-8 to 315 bhp at 6000 rpm (redline was increased by 250 rpm, to 6500) and 325 lb.-ft. of torque at 4250 rpm. The 5-speed manual and 5-speed automatic transmissions are completely unchanged. Turns out, the GT's new, more direct intake actually made the Mustang quieter, so Ford engineers rectified that (Mustangs need to be loud, you know) by installing an "induction sound tube," which pipes extra sound into the cabin. While it may seem a bit contrived, it's hard to argue when you're being engulfed by beautiful, uniquely-American V-8 music when you press hard on the throttle. Slideshow >> The suspension is also hardly new, although Ford did make changes to improve both the car's ride and handling. The GT's rear spring rates were increased by 25 percent, and they also changed the shock damping. These changes — along with new, stickier all-season tires, now mounted on 18-in. wheels vs. the 2009's 17s — give the 2010 car less roll, yet it actually has a better ride than before. Drive the new Mustang back to back with the 2009 car, and the new one feels more precise, although there's no getting around the feeling of a huge weight over the front axle, along with the overly-light steering. And, large mid-corner bumps still upset the Mustang and its solid rear axle. A great new standard feature on all Mustangs is Ford's AdvanceTrac stability control, which has a Sport setting that allows for a surprising amount of tail-out action before it intervenes. A $1495 TrackPack includes 19-in. wheels with summer performance tires, a limited-slip differential, shorter 3.73:1 gearing (versus the stock 3.31:1), GT500 front/rear anti-roll bars, GT500 rear lower control arms, retuned shock absorbers, a front tower brace and more aggressive brake pads at all four corners. This transforms the car, reducing body roll and understeer while retaining the Mustang's forgiving-to-slide-around nature. It's a heckuva lot of fun. Both coupe and convertible models of the V-6 and GT will be available when the new Mustang hits showrooms in March (the TrackPack not until summer). Pricing has increased slightly, the V-6 starting at $20,995 and the GT at $27,995. What's Hot: New styling $1495 TrackPack Improved handling and ride Sequential turn signals What's Not: Still uses solid rear axle Is all-new body new enough? Camaro's V-6 only down 15 bhp to Mustang GT's V-8! What's New: Every body panel except the roof Completely redesigned interior Stability control standard Cars to Compare: Chevrolet Camaro Dodge Challenger Hyundai Genesis Coupe (not on sale yet) Infiniti G37 Coupe Nissan 350Z