There's no check from Ford in the mail, and we haven't been smoking crack. Price no object, the BMW M3 is the better car. But how many of us can claim that price is no object? Because Ford's SVT has been able to assemble such a great package at such a low cost, and because price is an issue for the majority of us, the Cobra gets the nod by our practical-minded staff.
The hand-assembled Cobra engine is almost reason enough to buy the Mustang. Displacing 4.6-liters, this dual overhead cam unit makes a whopping 305 horsepower at 5,800 rpm and 300 foot-pounds of twisting force at 4,800 rpm. Rev the engine a bit and a pleasantly throaty grumble becomes more urgent; rev the engine quite a bit and the motor shrieks like Jamie Lee Curtis.
With all that power available down low, the Cobra is a real treat in which to conduct tail-out power slides. The car is simple to steer with the throttle, making the most amateur driver look, well, amateurish. But what a blast! Zoom closer to redline in the straights, however, and the 4.6 feels winded. The secret to speed with the Cobra is to shift several hundred rpm short of the danger zone.
Swift canyon running was hindered by a domed power bulge hood and high beltline that cuts forward visibility, as well as a rigid rear axle that allowed the Ford's tail to step sideways in bumpy curves. The Cobra's less sophisticated suspension didn't feel as glued to the road as that underpinning the M3, but the differences weren't substantial.
Similarly, the Cobra's steering, braking and comfort levels didn't match those of the BMW. The Ford handled competently, thanks to meaty P245/45ZR17 tires, but the steering wasn't as communicative as the almost clairvoyant setup in the M3. SVT engineers spec'd large, ventilated discs front and rear for the Cobra, and they worked commendably. But the brakes in the Ford were not as progressive as those in the BMW, and the Cobra seemed to take a bit longer to stop than the M3. Also, front and rear weight distribution isn't quite as ideal in the Ford as it is in the Bimmer.
Our test Cobra was quite comfortable for shorter drivers, and the interior was designed with form superceding function. The attractive two-tone, black-over-tan twin-pod design is decidedly retro and lends a large degree of personality to a vehicle already brimming with it. Simple rotary dials for climate controls were appreciated; teensy stereo buttons requiring a lean forward to operate were not. Four-way power seats lacked the degree of adjustment we expected; they didn't move back far enough for longer limbed drivers to find a comfortable driving position. We liked the white-faced gauges and the large pull knob for the headlights, though. Sound quality from the optional Mach 460 audio system is nothing short of sensational, though speed-compensated volume control would be a helpful addition. Also, the Ford provided a tilt steering wheel; the BMW's column was fixed.
While not as surgically precise as the M3 on twisty roads, the Mustang SVT Cobra is still a helluva lot of fun. While not as sophisticated as the M3 in terms of hardware, the Mustang SVT Cobra extracts maximum performance from its old-tech underpinnings. While not as smooth as the M3 when the accelerator is depressed, the Mustang SVT Cobra's deep V8 rumble and right-now power delivery provide big grins at every stoplight. Like the M3, the Cobra is also a truly wonderful machine, one with a thick American accent.
