When Ford Motor Company announced earlier this year the retirement of most 'traditional cars' from its U.S. lineup by 2020 to instead ramp up production of higher-volume crossovers, sport utilities and pickup trucks; the Blue Oval company went to great lengths reassuring the motoring public its iconic pony coupe survived as one of the lone exceptions.
Familiar names including Taurus, Focus, Fusion and Fiesta fell out of favor with consumers flocking instead to crossovers and even pickups as family haulers (Ford's F-150 light-duty pickup continues as America's best-selling vehicle).
Mustang, always bucking trends, remains a constant at Ford dealerships since its arrival in the mid-1960s as an affordable, stylized, power-packed compact coupe proudly serving as the corporate halo vehicle. A practical family hauler it is not, but the 'experiential' thrills bridge generation gaps. Categorize Mustang as a 'want,' not a 'need.'
The bright 'orange furry metallic tri coat' 2018 Mustang cycling through the Chicago press pool was on its final stop before retiring as the 2018 model year comes to a close and 2019s now dominate the testing fleet. Plus, seasonal summer-racing tires adorned rims; no match for an early November dusting of snow. Mustang's standard rear-wheel bias strongly encourages genuine snow tires when plodding through Chicago's winter mush (or simply hibernate Mustang until Spring).
When the dusting melted away, Mustang got to play. Got a thumb's up in the Mariano's parking lot from a fellow Fifty-something appreciating either the Mustang's heritage, its bright orange exterior, or both.
Consider the 2018 Mustang a significant mid-cycle refresh of the sixth-generation effort introduced in the 2015 model year. Mustang celebrated its fiftieth anniversary during the 2015 redesign.
Higher-volume Mustangs whittle the number of engine selections from three down to two in 2018. Gone is the mid-level, 3.6-liter V-6 with 300 horsepower leaving a returning 2.3-liter turbocharged four cylinder (which Ford markets as Ecoboost) generating 310 horsepower and the highly recommended 5.0-liter naturally aspirated (non-turbocharged) V-8 welcoming 460 horses (up from 435) thanks to increased cylinder compression ratios.
Both engines come standard with a tweaked six-speed manual transmission (with V-8 editions sporting closer spaced gears and twin disc clutch) for smoother shifts while a new-for-2018 optional ten-speed automatic arrives adding quicker shift times and reduced friction losses. It replaces an outgoing six-speed automatic.
A third Mustang trim, of the low-volume sort, includes the Shelby Mustang GT350 armed with 526 horsepower. In the not-to-distant future, Ford plans to make available a hybrid-electric powertrain in Mustang.
Weighing in at a relatively hefty 3,700 pounds, the compact Mustang V-8 includes electronic power assist steering, resulting in a lighter-than-expected wheel-feel effort. Mustang's manual transmission is not designed for novices, as a sturdy left foot must synchronize with the braking right to maximize the V-8's potential.
On the outside, a lower restyled long-length hood includes two functional air vents. The entire lineup now includes bejeweled LED headlights and revised LED tail lights. Tri-bar tail lights return again (and blink in syncretic 1-2-3 time when summoning turn signals) and front head light housing also includes smaller tri-bar salutes. The galloping chrome horsy returns to its appointed location within the honey-combed patterned center grille (also making an inside appearance upon the three-point steering wheel hub).
Compensating for rather prominent blind spots, side-view mirrors employee low-tech but spot-on effective upper corner concaves, highlighting what may be lurking close by. Mustang GT enjoys quad-tipped exhausts while four-cylinders make by with dual-tipped exhausts.
Mustangs also harkens back to an era when keeping cool equated with open-air convertible tops. In 2018 both engine choices come either as a hard-top fastback or a soft-top convertible (both with standard, ultra-modern air conditioning inside).
Pricing starts at $26,675 for a four-cylinder, manual transmission fastback. Our tester, a V-8 fastback GT, checked in at $35,095 with $9,890 worth of options, and a $900 destination charge for a $44,985 bottom line.
The $9,900 of options includes $495 for the can't-miss orange fury tri-coat paint, $895 for the 'quiet ride' performance exhaust, $2,000 for dual-zone temperature controls and SYNC 3 featuring satellite radio with compact disc player and $6,500 performance package (magnetic ride dampening, torsen rear axle, black deck-lid spoiler, aluminum wheels).
A new stand-alone inside option available in V-8-powered GTs for 2018, an all-digital, customizable 12-inch LED instrument cluster with unique displays when choosing between normal, sport and track driving modes. Our tester featured the traditional dual, deep-set analog gauges centered by a digital window.
A retro touch along the bottom of the center dash pays homage to earlier Mustangs: chrome-plated push tabs for selecting the emergency blinker, traction control deactivation and drive mode selection (normal, sport, track, snow). Adjacent to the left: a well-marked, circular, electronic, chrome push-button orb located conveniently afar from steering wheel interference.
The optional performance exhaust 'quiet mode, ' a segment first, is selectable via steering wheel face buttons interacting with the Instrument panels digital window. While the V-8's romantic rumbling exhaust notes remains a reminder of the 460 ponies running around under hood, the quiet mode setting minimizes audio jolting of neighbor's ear drums if starting Mustang before the break of dawn. In addition, sport and normal exhaust settings remain available and music to driver's ears.
Dual climate settings include small chrome push tabs mimicking rotary-type dials with a rectangular push pad monitoring air speed. Selecting fan direction requires a romp through the in-dash touch screen.
Historically, neither Mustang nor its two-door Chevrolet counterpart, the Camaro, gained fame for comfy back seats or ginormous cargo carrying opportunities. Ford does get bragging rights with a slightly larger two-person back seat (preteens or pets primarily), but static rear windows limit ventilation options. Mustang's surprisingly ample trunk (13.5 cubic feet in hardtops) includes strut-like hinges smartly located outside the cargo area. Row-two seatbacks fold down with a 50/50 split contributing to a bit more versatility.
Independent rear suspension finally became a Mustang staple across the model line during the 2015 redo, retiring an almost stone-age solid rear axle. The solid rear axle performs admirably during zero-to-60 straight-line encounters, but permit unforgiving rock-and-roll results during day-to-day commuting. Independent rear suspension brings forth comfort and handling nuances.
Given that seating positions continue closer to the ground than conventional crossovers or sedans, merits of independent rear suspension are immediately felt upon lower backs of aging drivers.
Mustang slurps regular 87-octane fuel within its 16-gallon tank while Camaro's appetite requires higher-priced premium. As with a growing number of redesigned vehicles, Mustang employs a self-sealing fuel lead negating the need for a plastic twist cap.
Other eye-popping day-glow type exterior color choices include: lighting blue, triple yellow tri coat and race red.
2018 Ford Mustang GT
Price as tested: $45,885
Engine: 5.0-liter V-8
Horsepower: 460
Wheelbase: 107.1 inches
Overall Length: 188.5 inches
Overall Height: 54.3 inches
Overall Width: 75.4 inches
Fuel economy: 15 mpg city, 25 mpg highway
Curb weight: 3,705 pounds
Powertrain warranty: Five years/60,000 miles
Assembly: Flat Rock, Michigan
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