"What a bummer, it's just a V6 coupe." Such was the lament of this auto journalist, who predicted the base 'Stang would be as exciting as a business lunch. But in fairness to our readers and the manufacturers, we realize that not everyone buys the high-performance version of a given model. And it is our duty as conscientious and thorough automotive reporters to evaluate the models that most folks buy, not just the ones that make us giddy in anticipation of getting the keys.
The Mustang's body style, called "New Edge" when it debuted as a 1999 model, wasn't warmly received by most of us, and this editor still feels that it's awkward, especially when compared to its ponycar competitors, the sleek Chevy Camaro and Pontiac Firebird. But in terms of function, the Mustang is easier to live with, with a better seating position that makes it easier to see out over the hood, especially when compared to the long, swoopy snouts of the Camaro and Firebird. Still, the Mustang's driving position leaves a bit to be desired as one editor claimed it was so low that she felt "buried under the instrument cluster." The seats themselves drew mixed reviews, with a short staffer describing them as acceptable while a taller editor decried them as uncomfortable. Taller drivers also felt it was a bit of a reach to the gearshift, while the shorter ones (who are obviously closer to the shifter) thought it was ideal.
Anyone familiar with a post-1993 Mustang will feel at home in the 2001's cabin. The pleasingly symmetrical dash recalls the original 1964 1/2 model, and the simple control layout takes no time to get used to. Even the headlight switch is of the old-school, pull-out design that is twisted to adjust instrument lighting and to turn on the interior light. Hey, if it works, why change it?
A few things that don't work for us are the climate controls and some of the plastic trim used in the cabin. The climate control system doesn't allow the use of the "recirculate" function without simultaneous operation of the air conditioning. Why doesn't Ford realize that there are times, such as when driving on a cold day behind a diesel truck, that the air only needs to be recirculated, not cooled? Of course, simply turning the temperature knob up alleviates this, but the power-sapping compressor is still running. And (with regard to the interior trim) some of the plastic, such as that on the door panels, is decidedly low-grade.
Much to our delight, the test car had a manual gearbox, which prompted one scribe to exclaim with glee "at least it's a five-speed" as he hopped in and began fiddling with the seat, steering wheel and mirrors. And it's not like the old days, when a V6 (or inline six, for those who are old enough to remember back that far) in a Mustang meant less than 120 horsepower. Nope, this robust 3.8-liter mill sports 190 horsepower and 220 pound-feet of torque. To put that into perspective, consider that a 1986 Mustang GT's 5.0-liter V8 was rated at 200 horsepower.
Buzzing around in this staple of the rental lots was an eye-opener for us. With a manual gearbox and all those horses on tap, there's plenty of gusto to entertain the driver. And the acceleration times bear that out, with a quick 0-to-60 time of 7.6 seconds and a trip down the quarter-mile taking just 16 ticks of the watch. Unfortunately, the sound the V6 makes when the spurs are jabbed isn't exactly music to an enthusiast's ear, but there are a number of aftermarket exhaust systems that'll take care of that. Grabbing gears with the notchy shifter and heavy clutch was oddly satisfying to one driver, who remarked in his notes, "It's nice to change gears with a shifter that feels so directly bolted to a transmission, as opposed to those with a rubbery or wimpy linkage."
When it comes time to rein her in, be careful, as we recorded a mediocre stopping distance of 152 feet from 60 mph, in spite of disc brakes fitted all 'round. Blame the sub-par braking on two things: the lack of ABS (not even optional on the base Mustang though it can be had on the Deluxe) and tricky modulation that made it hard for our test pilot to get the most out of the brakes before the right rear unpredictably locked up.
Through the slalom, this humble V6 coupe ran through the cones at 63.3 mph, which is faster than a BMW 330Ci we tested. But in the real world, where ugly bumps are present, the Mustang's rear end can dance around (due chiefly to its non-independent design) when pressed in the corners, requiring small steering corrections to keep it in line.
Although this car is rated at 19 mpg city and 29 highway, our team of leadfoots averaged only 20 mpg in a fairly even mix of city and freeway driving. We imagine that exercising more throttle restraint (a concept foreign to us) would get that average into the low to mid 20s.
Admittedly a bit crude in some areas, the base Mustang does come fairly loaded for its $17,405 price tag. Air conditioning; power windows, locks and mirrors; a decent stereo with cassette player; and alloy wheels (wearing 205/65R15 rubber) are all standard on this pony.
Car nuts like ourselves usually don't even acknowledge the existence of entry-level versions of cars like the tested Mustang while we fawn over the hyped-up models, such as the SVT Cobra. But not everyone can afford (or needs) the fastest horse in the stable. Those jockeys who want a fleet steed for short money may find this Mustang to be an ideal mount.
The Mustang's body style, called "New Edge" when it debuted as a 1999 model, wasn't warmly received by most of us, and this editor still feels that it's awkward, especially when compared to its ponycar competitors, the sleek Chevy Camaro and Pontiac Firebird. But in terms of function, the Mustang is easier to live with, with a better seating position that makes it easier to see out over the hood, especially when compared to the long, swoopy snouts of the Camaro and Firebird. Still, the Mustang's driving position leaves a bit to be desired as one editor claimed it was so low that she felt "buried under the instrument cluster." The seats themselves drew mixed reviews, with a short staffer describing them as acceptable while a taller editor decried them as uncomfortable. Taller drivers also felt it was a bit of a reach to the gearshift, while the shorter ones (who are obviously closer to the shifter) thought it was ideal.
Anyone familiar with a post-1993 Mustang will feel at home in the 2001's cabin. The pleasingly symmetrical dash recalls the original 1964 1/2 model, and the simple control layout takes no time to get used to. Even the headlight switch is of the old-school, pull-out design that is twisted to adjust instrument lighting and to turn on the interior light. Hey, if it works, why change it?
A few things that don't work for us are the climate controls and some of the plastic trim used in the cabin. The climate control system doesn't allow the use of the "recirculate" function without simultaneous operation of the air conditioning. Why doesn't Ford realize that there are times, such as when driving on a cold day behind a diesel truck, that the air only needs to be recirculated, not cooled? Of course, simply turning the temperature knob up alleviates this, but the power-sapping compressor is still running. And (with regard to the interior trim) some of the plastic, such as that on the door panels, is decidedly low-grade.
Much to our delight, the test car had a manual gearbox, which prompted one scribe to exclaim with glee "at least it's a five-speed" as he hopped in and began fiddling with the seat, steering wheel and mirrors. And it's not like the old days, when a V6 (or inline six, for those who are old enough to remember back that far) in a Mustang meant less than 120 horsepower. Nope, this robust 3.8-liter mill sports 190 horsepower and 220 pound-feet of torque. To put that into perspective, consider that a 1986 Mustang GT's 5.0-liter V8 was rated at 200 horsepower.
Buzzing around in this staple of the rental lots was an eye-opener for us. With a manual gearbox and all those horses on tap, there's plenty of gusto to entertain the driver. And the acceleration times bear that out, with a quick 0-to-60 time of 7.6 seconds and a trip down the quarter-mile taking just 16 ticks of the watch. Unfortunately, the sound the V6 makes when the spurs are jabbed isn't exactly music to an enthusiast's ear, but there are a number of aftermarket exhaust systems that'll take care of that. Grabbing gears with the notchy shifter and heavy clutch was oddly satisfying to one driver, who remarked in his notes, "It's nice to change gears with a shifter that feels so directly bolted to a transmission, as opposed to those with a rubbery or wimpy linkage."
When it comes time to rein her in, be careful, as we recorded a mediocre stopping distance of 152 feet from 60 mph, in spite of disc brakes fitted all 'round. Blame the sub-par braking on two things: the lack of ABS (not even optional on the base Mustang though it can be had on the Deluxe) and tricky modulation that made it hard for our test pilot to get the most out of the brakes before the right rear unpredictably locked up.
Through the slalom, this humble V6 coupe ran through the cones at 63.3 mph, which is faster than a BMW 330Ci we tested. But in the real world, where ugly bumps are present, the Mustang's rear end can dance around (due chiefly to its non-independent design) when pressed in the corners, requiring small steering corrections to keep it in line.
Although this car is rated at 19 mpg city and 29 highway, our team of leadfoots averaged only 20 mpg in a fairly even mix of city and freeway driving. We imagine that exercising more throttle restraint (a concept foreign to us) would get that average into the low to mid 20s.
Admittedly a bit crude in some areas, the base Mustang does come fairly loaded for its $17,405 price tag. Air conditioning; power windows, locks and mirrors; a decent stereo with cassette player; and alloy wheels (wearing 205/65R15 rubber) are all standard on this pony.
Car nuts like ourselves usually don't even acknowledge the existence of entry-level versions of cars like the tested Mustang while we fawn over the hyped-up models, such as the SVT Cobra. But not everyone can afford (or needs) the fastest horse in the stable. Those jockeys who want a fleet steed for short money may find this Mustang to be an ideal mount.
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