Well, my ’96 Trans Am was sold the 2^nd day out on the market, which is pretty good considering it’s winter time. I loved my Trans Am with the LT1 engine, but it was a LONG, heavy big ass car and it got to me after a while. It’s not the kind of car you can easily toss around during spirited driving, and after driving a Talon for 5 years, the T/A felt like a Cadillac! In it’s place, I purchased a new 1997 Mustang GT. I know what you’re thinking! Why would you trade in your Trans Am for a Mustang? Price wise they are both comparable (approximately $30,000 Can. for a Camaro or Mustang GT with the same options) but the Camaro offers more power (300hp vs. 225hp). Well, in those basic terms, yes, the GM cars offer more performance for the same amount of money and insurance rates. While the Mustang GT isn’t quite as fast as the rival Camaro or Firebird, it’s superior drive-ability more than makes up for it’s loss in horsepower, which is probably why the Mustang still outsells the Camaro and Firebird 2 to 1 combined.

At the time I was looking for a replacement car, Ford had a great financing special on all new '97's so I thought what the hell, I'll try a Mustang GT! I've always liked the look of the new Mustang since they redesigned them in '94, and recently in '96 with the improved rear lights, wheels and modern 4.6L engine. Well, I loved it! I was still concerned about reliability though, but after reading in the 'Lemon Aid' book that the Mustang was highly recommended (5 star rating - highest available) and that it was much improved over the older models, I bought one! The new V8 4.6L overhead cam engine mated to a Borg-Warner 5 speed manual transmission (with 3.27 gears) is really smooth and pulls strong right up to the 6000 rpm redline, unlike the old 5.0's (really 4.9L to be exact!) which died out around 5100 rpm. Power wise below 5000 rpm, the new 4.6L feels the same as the old 5.0L, but when you get above 5000 rpm, it’s so much stronger. Because it has so much torque, it 'feels' as fast as my Trans Am until you get way past the legal posted speed limit at which time it runs out of breath and slows considerably, where as my T/A would keep on pulling! A few choice after-market parts should fix that problem! The new engine and exhaust sounds great even in stock form. I was really impressed with the driveability of the car and the handling has greatly improved since the old pre’-94 models. One of reasons why I like the Mustang GT is that in stock form, it's slower than a Camaro or Trans Am. But it doesn’t take much to make it just as fast and even faster. I've always loved driving 'sleeper' type cars (faster than they appear) and when I was in the T/A, it stood out like a sore thumb. When I beat someone in a race, they kind of expected it and that takes away from part of the thrill. I owned a '92 Eagle Talon Turbo for five years with extensive modifications (300+ hp) and I LOVED surprising unsuspecting muscle cars. That was part of the fun! To see the look on driver’s face when they are totally surprised by the unlikely speed of the car is great!

The only time I ever raced a Mustang GT with my Trans Am (not at the drag strip) occurred the 2nd week after owning the car. This bright blue GT passed by me slowly while on the highway. I remember thinking, no problem, I’ll have some fun with this guy! As I got behind him he accelerated as expected and I followed behind. I could barely keep up! We got up to speeds of XXX km/h and then we would slow and he would go again from 110 km/h right on up to XXX km/h. I would say we were dead even, but with me on his tail I figured I'd gain a little on him. I couldn't believe it! In a side by side duel, I'm sure he would have pulled away slightly. I was still in shock! Now obviously he wasn't stock, but the fact that he stayed with me was a real surprise. I think that's why I like the Mustang. It’s the new underdog of the current muscle car war, a war which has been going on between Ford and GM since the Mustang and Camaro first hit the streets in the 1960’s. Within a couple of months, I’ll be adding a few things to make my Mustang just as fast as my old Trans Am. The first things to be done are 3.73 gears (which really does wonders for acceleration with the 4.6L engine) along with a K&N air filter, pulleys and a free flowing exhaust. That alone will give me high 13’s at 100 mph in the ¼ mile, which is what my T/A did at the track. There are already Mustang 4.6L’s doing low 11’s at 125+ mph in the ¼ mile. This new 4.6L engine is definitely here to stay and it’s good to see such potential for it with after-market parts already becoming available.

(Excerpts from Turbo Magazine, Road & Track and Ford’s ‘Mustang GT’ press release)

With more than 6.5 million units moved through the showroom since 1964, it’s no wonder that the Ford Mustang has become a mainstay of muscle enthusiasts. The 30^th birthday of the Blue Oval’s lead horse was celebrated in the biggest way possible – with a total ground-up redesign in 1994. This new Mustang was more than three years in the making, and of the 1850 parts found on the redesigned Mustang, a whopping 1330 of them are fresh. During the design process, Ford engineers consulted with Mustang enthusiasts in what were called "consumer clinics." It was here where the retro design theme using modern elements to capture characteristics found on the original ponycar first started to surface. At many of these public gallop polls, enthusiasts were shown three concept cars and asked their opinion. In the end, the vehicle code named ‘Schwarzenegger’ (SN95) was chosen because of its perfect blend of modernism and retrospective.

For 1994, the restyled GT’s retained the old tried and true pushrod 5.0 liter V-8 we’ve all come to know and love. It was in 1996 that Ford layed to rest that old 302 cu.-in V-8 and introduced their new modular 4.6 liter V-8. This overhead cam, 2-valve-per-cylinder engine will more easily meet the emissions requirements of the future and is a thoroughly modern power plant, one that was praised by noted engine builder Hans Hermann for its robust bottom end that has 4-bolt main bearing caps inside a deeply skirted block. This V-8 engine boasts a new composite intake manifold and modern electronics that control the distributorless ignition and sequential-port fuel injection. This engine is capable of generating 225 horsepower at 4400 rpm and 290 lbs.-ft of torque at 3500 rpm, figures that are almost exactly the same as 1995’s 5.0’s power output. The Ford engineers made this happen, not wanting to disappoint the GT faithful. They even made the 4.6 sound better than the 5.0 liter. The GT’s true dual exhaust system (which includes stainless steel headers and piping) plays a role here, tuned for sporty sound, low restriction and improved catalyst operation.

So, Ford has re-created the power and sound of the previous GT, but how does it feel? On the road, the 4.6 does indeed feel every bit as potent down low as the old pushrod 5.0. It’s in the 5000-6000 rpm range though - right where the 5.0 liter falls flat – that the 4.6 sets itself apart. There, it pulls with authority right up to the 6000 rpm redline, where the next up-shift drops the rpm right into the think of the 4.6’s potent midrange. Where the previous GT felt almost as if it needed to be short shifted around town, the new GT allows you to stay in each gear noticeably longer, adding a welcome dose of flexibility and civility.

New for ’96 and above models is an improved transmission to better handle the high stresses the V-8 can create. Made by Borg-Warner and dubbed the T45, this unit is quieter, smoother and stronger than the previous T5. It has a longer distance between the input shaft and countershaft to minimize gear rattle. It incorporates taller and wider gears with revised gear-tooth geometry, all of which provides a stronger gearset and reduced gear "whine". First and second gears have large double-cone synchronizers to smooth engagement and increase durability. Reverse gear is removed from the movement of the geartrain when forward gears are engaged, further reducing noise and wear. The actuation of the shift lever is first-rate, with medium-length throws that go smoothly into easily found gates. The clutch housing is integrated into the transmission assembly, providing a much stiffer engine/transmission package and reducing powertrain noise and vibration.

Other than the car’s new sheetmetal, the most noticeable difference over previous models is in the ride and handling department. The Ford engineers pushed the theorems of suspension geometry to the ragged edge. This push for perfection began with the chassis, and the improvement realized over the ’93 is outstanding. The ‘94+ FOX-4 chassis in GT trim is 56 percent stiffer in bending and 44 percent stiffer in torsion than the ’93 – all this with no significant gain in weight. This new chassis setup gives the Mustang a wider track (+1.8 inches) and increases the wheelbase by an extra inch, all of which serves as a stable foundation for the improved suspension components. In ’96, a new front crossmember improved rigidity and allowed Ford to change the caster and camber settings for even better steering feel and enhanced tire wear. For greater steering smoothness, the gears of the rack-and-pinion unit are now helically (as opposed to spur) cut.

The front suspension consists of a modified MacPherson strut setup with separate spring on lower arm, progressive rate helical coils and a 30mm stabilizer bar. A triangulated underhood strut-tower brace installed over the engine bay, helps control body roll. Both of these bars are tubular units that help shave precious pounds off the car. The long arm translates into improved steering and suspension geometries.

The rear features a rigid axle that is located via four links with coil springs positioned between the body and the suspension’s lower links. The GT is fitted with Ford’s Quadra Shock system which is made up of two conventionally-positioned shocks and a pair of horizontally situated shocks. The first pair handle the standard damping and cushioning duties while the later pair come into play during hard acceleration or braking and help minimize axle twist. Thanks to this Quadra Shock system, the rear axle felt especially well controlled during our testing sessions. Indeed, what was once a stiffly sprung wild stallion that could break it’s rear wheels loose into a lurid, throttle-induced 2^nd gear powerslide has now become a composed thoroughbred that grips the road much better that before, particularly in bumpy corners. A 25mm rear tubular anti-roll bar (increased in ’96) helps keep the rear level.

Since ’94, four-wheel disc brakes are standard, while a Bosch ABS system can be ordered as an option and is highly recommended. The three-channel, four-sensor ABS system modulates and adjusts each of the four calipers every 10 milliseconds, giving excellent modulation with limited pedal kickback under hard braking. The front brakes are 10.9 inch vented discs while the rears are fitted with solid 10.5 inch discs. Panic stops from 60 and 80 mph were commendably short (125 ft. and 216 ft., respectively), and the brake feel – something we’ve criticized in the past – has improved considerably. Some of the credit for this should also be given to Ford’s new for ’96 "Hydra-boost" braking system, which uses the power-steering pump to assist the brakes. Another noteworthy improvement with the ’94’+ model is the optional 17-inch wheel and tire combo; the lowest-profile design ever fitted to a Mustang. This option features 17x8 cast aluminum wheels with 245/45ZR-17 performance tires.

The new redesigned body is certainly an eye-catcher and Ford should be commended for offering such a wide variety of colours such as Canary Yellow, Bright Atlantic Blue, and Pacific Green just to name a few. Answering criticisms of the Mustang’s taillights looking too GM-inspired, Ford gave the ‘96+ Mustangs new lights (with nickel-cadmium reflectors that appear extremely bright) incorporating three vertical elements, a retro link to the original ponycar.

The first thing we noticed during our drive is how stable and squeak free this car is. Just a quick spin around the block was all that was needed to notice the improvement in ride quality, which is quite an accomplishment considering how well the ‘93’s performed in this category. This improvement was made more dramatic when the car was pushed in the twisties – instead of slushy, passenger-car type handling, the Mustang had the same ponycar bite we’ve come to expect. It seemed to know when to buckle down and work the apexes and when to relax and dampen the road.

The interior features design cues carried over from the Mach III concept car, and the "dual cockpit" style is even reminiscent of the early pony cars. The most distinctive are the curving enclaves that house the gauges and passenger air bag. The dash itself is an ergonomic gem with driver controls properly designed and placed. Communication between driver and car is made much faster thanks to the reworked gauge cluster. The power window and door lock pod is positioned more conveniently than in the pre ’93 Mustangs. Supportive high-backed bucket seats are wrapped in either durable cloth or leather. A new-for-‘94 feature was the addition of the ear-blasting Mach 460 high-output sound system. Ford acoustically tuned the system around the Mustang interior. Three external amplifiers are employed which deliver a total of 460 watts of peak power loud and clear. This is played out through eight premium quality speakers: four large low-distortion subwoofers (for deep and powerful bass) and four mid-range tweeters.

New for ’96 is a Ford designed Passive Anti-Theft System (PATS) called SecuriLock™. Each Mustang GT key carries a radio transponder that contains a unique code selected from a potential of four quadrillion combinations. An antenna located in the steering column "interrogates" the key, then the key code is transmitted to a control module. If the key’s code matches, a signal is sent to the EEC-V system to enable the engine to start. If the key code does not match or if NO encoded key is detected, the EEC-V system will not allow the engine to run.

Since it’s introduction in 1964, the Mustang has always been about making a personal statement, an intimate 2+2 sport coupe infused with a potent heart. The new modular V-8, though smaller in displacement, hasn’t disappointed us. It endows the GT with abundant bottom-end torque that we’ve come to expect from an honest-to-goodness American made V-8.

While the Mustang GT isn’t quite as fast as the rival Camaro or Firebird, it’s superior drive-ability more than makes up for it’s loss in horsepower, which is probably why the Mustang still outsells the Camaro and Firebird 2 to 1 combined. Make no mistake, the Mustang is a fine muscle car that’s quite a bit more potent than most other cars you’ll see on your way to work each day. And though the Mustang has had a change of heart, it hasn’t had a change in demeanor. Because the 4.6 has a wider powerband than the 5.0, the 1996+ GT models will be easier to live with day in and day out than the previous models. We’re also happy to report that the immediate hit of rear-drive power hasn’t been lost and is as seductive as ever. Moreover, it’s put to good use by an excellent gearbox (with pedals that encourage heal-and-toe downshifting) and a chassis that’s tight and rock solid. For the money, we’re hard pressed to think of a more muscularly entertaining automobile…

(Excerpts from the Edmunds Auto Web Site)

Make: Ford
Model: Mustang
Year: 1997
Class: Sports Car
Bodystyle: Coupe
Drive Type: RWD
Where Built: Dearborn, Michigan

While messing around with the rest of their models, Ford has decided to take it easy with changes to the Mustang. The updated rear lights from ’96 continue for ’97 and the GT models get new interior color options. Stangs equipped with an automatic transmission get a thicker shift lever. New 17-inch aluminum wheels are optional on the GT. Lastly, the Passive Anti-Theft System has been introduced to all Mustangs in an attempt to decrease this vehicle's extremely high theft rating.

We think that it's a good idea for Ford to take a year off from messing with things on their little hot-rod. With all of the other changes taking place with the rest of their models, some of which haven't been well received, it seems like a good idea to follow the "if it ain't broke, don't fix it" rule. Of course, there are some things that we would like to see happen with the Mustang. First, it would be nice if the Base and GT models gained a few horsepower to make them more competitive with the GM pony cars. Second, we would like see traction control made available on the GTs and Cobras. Sure, they have Traction-Lok axles, but it is pretty darn easy to get the back end of the car pointed in the wrong direction. We think that a brake/engine speed traction control system would make this car much friendlier in wet weather conditions.

Speaking of friendly, we love the Mustang's interior, and think that it is the main reason that the `Stang sells more models than Camaro and Firebird combined. The seats sit fairly high, giving drivers an outstanding view of the road; the dashboard has a nice two-toned, double bubble layout that is nicely textured; the gauges and controls are easy to view and manipulate; and the front bucket seats offer great lateral support. We won't dwell too much on the back seat, because no one in their right mind buys a sports car for rear seat room.

As you have undoubtedly read, the Mustang is a very driver friendly car, very easy to navigate around town, and pretty forgiving on the freeways. We like its lively tail, but it can be disconcerting to less experienced drivers. Experts need only apply if you are looking for a car to go canyon storming in. In the final analysis though, the Mustang has the goods that most people want. A nice interior, supportive seats, aggressive styling, and decent performance at a competitive price. It has long been Ford's recipe for success to provide cars that appeal to a wide range of people, and anyone looking for a fast, fun daily driver should take a look at the Mustang.

• Basic: 3 yr./60000 km
• Drivetrain: 3 yr./60000 km
• Rust: 5 yr./160000 km
• Roadside Assistance: 3 yr./60000

VEHICLE PRICES (MSRP AND DEALER INVOICE)
(All Prices in Canadian Dollars)

My Mustang Coupe GT 2-Dr 5-speed Manual, metallic forest green with tan interior and below options;
Dealer Cost = $27,680
Retail Price = $30,470
Destination Charge: $720
Gas Tax: $75

GT COUPE: 4.6-liter V- 8 engine, P255/55ZR16 BSW tires, Traction-Lok axle, dual exhaust system, 250 km/h speedometer, GT sport suspension, 16"x7.5" cast aluminum wheels, 5-speed manual transmission, power rack-and-pinion steering, 4-wheel disc brakes, MacPherson strut front suspension w/stabilizer bar, coil-spring quadra-link rear suspension, tinted glass, PATS anti-theft system, center console w/ integral armrest, interval windshield wipers, dome/cargo/courtesy lights, tilt steering wheel, driver's foot rest, analog gauges, AM/FM stereo w/ 4 speakers, digital clock, dual airbags, dual power outside mirrors, halogen headlights.

OPTIONAL EQUIPMENT on my Mustang GT (Descriptions & Prices):