When we first laid eyes on the new-for-'99 Mustang, some of us thought it would be the beginning of the end for Ford's original pony car. Sure, we knew it was coming to market with improvements to nearly every major system, but we didn't know if we should laugh or cry that Ford replaced the Stang's smooth, flowing curves with a bunch of sharp lines and creases.
Now, more than a year later, Ford is laughing -- all the way to the bank: Sales of the Mustang, now in its 35th year on the market, are up nearly 40 percent over last year. While we still believe the new sheetmetal won't wear its age very well, about the only thing we can say about it in the wake of overwhelming public acceptance is that it's, well, growing on us. But, as one tester pondered, "Do the scoops have to look so obviously fake?"
When we first decided to include the traditional Mustang vs. Camaro comparison in our test of modern-day North American-built muscle cars, we didn't know if we should laugh or cry that Ford's Special Vehicle Team had pulled all of its high-performance Cobra models out of the national press fleets. While SVT was busy trying to figure out why some '99 Cobra motors didn't make 320 horsepower like they're supposed to, we were busy trying to figure out what to run against the 320-horse Camaro Z28 SS that we reserved from Chevrolet. Some of us snickered when a 260-horse 1999 Mustang GT was summoned to fight the Cobra's battle against the vastly more powerful Camaro.
But now that the test is complete, the joke is on us: While our testers were busy noting the tire-frying power of the forced-induction LS1 Camaro SS, they were unwittingly scoring the Mustang higher in other critical evaluation areas such as ride, steering, visibility, comfort, entry/exit, etc. You guessed it, our final numbers show that Ford's '99 Mustang GT is a more competent overall vehicle than the rip-snorting Chevy Camaro Z28 SS.
Yep, we know what the buff books say, but the car most of them consistently choose has not only been afflicted with price creep, spotty build quality and lousy insurance rates, but a sales decline so steep that its very future hangs in the balance. In other words, if the car is so wonderful, how come hardly anybody out there in muscle-car land is willing to buy it? Well, this is just about the only place you'll find the answer to that question.
While the SVT Mustang Cobra -- with its high-revving twin-cam V8 and new, independent rear suspension -- would likely have fared better in our review, the GT did surprisingly well. That's due in no small part to some of the many improvements that were added for 1999. Yes, we noticed the power boost for the GT's SOHC 4.6-liter V8 (up 35 horses and 10 foot-pounds of torque from last year, to 260 and 302, respectively). The engine's new camshafts, intake manifold and larger valves make for improved airflow above 3000 rpm. But peak power doesn't arrive until 5000 rpm -- well after the LS1-powered Camaro has passed you by.
We've found that the Borg-Warner designed and Tremec-sourced T-45 five-speed manual transmissions lack consistency from car to car, and ours was one that felt notchy and sluggish to some drivers. Clutch action, however, is consistently poor on the Mustang, as the pedal must travel up a long way before it reaches the engagement point. By that time, the revs have been up and waiting for a while, making quick gearchanges a daunting task.
As expected, the SS dusted the GT in acceleration runs, by a few ticks zero-to-60 and almost a half-second in the quarter-mile. Had it not been for the '99 power increase and the switch to a standard 3.27:1 rear axle ratio, things would have been much worse for the Ford. The addition of twin, three-inch diameter polished stainless-steel exhaust tips gave the GT a more distinguished burble -- something it needed to compete with the throaty roar of the Camaro.
Where the Mustang made inroads on the performance front was with its improved suspension. The GT benefited from the extra space for suspension travel stamped into the Mustang's rear floorpan to accommodate the Cobra's IRS. Engineers used that room to tune-out some of the previous car's ride harshness, and to dial in more control and compliance. A big factor here is the move to linear-rate springs, capable of 450-pounds-per-inch up front and 210-pounds-per-inch in the back.
Our editors found that the revamped underpinnings allow the GT to "take a set" nicely in hard turns, and make for very progressive side-to-side weight transfers for added stability during high-speed lane-changes. Some liked the improvements in the GT's steering as well, where a revised boost curve provides more linear response and better on-center feel. While it was outmuscled on the track, the GT excelled on the twisty two-lane canyon roads. We even noticed that Ford's changes to the steering rack, lower control arms and front stabilizer bars have reduced the Mustang's turning circle by three feet, making U-turns and parking lot maneuvers easier for us to accomplish.
Where the Ford's track numbers actually topped the Chevy's were in our 60-to-zero stopping distances: The Mustang needed four fewer feet to stop on average. The advantage is no doubt the result of Ford's upgraded brake components, including new aluminum twin-piston front calipers that not only whack 10 pounds off the front of the car, but also result in much better pedal feel. A new master cylinder improves the brake pedal's ratio of travel to braking force for better modulation. Our GT had optional ABS and traction control, the latter a new option for 1999 which must be ordered with the ABS. If wheelspin is detected at any speed, the Bosch system retards ignition timing, cuts fuel flow, and activates the brakes at one or both drive wheels, in that order. (Don't worry, we were sure to turn the system off with the console-mounted switch before we performed our acceleration runs.)
Inside, there's a new six-way power driver's seat to replace the four-way, but as one driver noted, "Who else puts power seat controls between your legs on the front of the seat?" Ford says the seat foam has been bolstered and that the seat tracks offer one inch of additional rearward travel to better accommodate taller drivers, but we think both areas could use even more improvement. The Mustang's back seat is vestigial at best, with only enough room for small objects or very small people.
Ford also says they've upgraded the Mustang's audio systems for the second straight year, with the standard 80-watt premium sound system getting better-sounding speakers. Of the optional CD/radio combination, the CD/cassette and the Mach 460 system, our car had the top-line Mach 460. Though it impressed most drivers for its sound quality and bass depth, all of our editors complained yet again about the unit's tiny little buttons -- Hello, Ford, are you listening?
But not all of our test car's mechanicals performed perfectly. As in the Camaro SS, most testers experienced large amounts of driveline lash and drivetrain vibration working its way up through the shifter. Some drivers even reported hearing valve flutter and a rear-end whine. Most disturbing was an apparent overheating problem, which tripped the "check coolant" lamp and cut power to the engine until we could park the GT, cool it down and add water to the overflow tank. Sure, the temperature was hovering around 100 degrees up in the high desert of California during our stay, but none of the other cars ever came close to running as hot. It was disconcerting to say the least, given the Mustang's recent history of cooling troubles.
Perhaps one editor summed it up best by saying: "Overall, the Mustang is definitely a fun car to drive, and drive quickly. It has a good blend of power and handling with fairly predictable limits. What it lacks in power, it makes up in poise over the Camaro." But another said: "I'm torn: The GT is better to drive around town than the Camaro, but not as good at the limit." And still another: "When it comes to muscle cars, you can never have too much firepower ... and the Mustang's V8 is no match for GM's LS1. ... Looking at my ratings, though, the Mustang actually beat the Camaro by a few points. This is contrary to my personal opinion, which is weird."
Weird, maybe, but still logical. The Camaro SS (and Firebird, for that matter) are much more powerful than the Mustang GT, but the Ford is quieter, rides better, and offers better interior ergonomics and quality. It is also less expensive and vastly more popular with consumers. We'd just feel better if it offered segment-leading horses.
