The Auto Channel-Sports Car International Magazine

Closer To The Edge

For its 35th birthday, the Mustang gets more power, more poise and a sharp new suit.

We wish we could tell you that the 1999 Mustang is all-new from the ground up, that all of its problems have been fixed, and that it has finally been outfitted like a thoroughly modern car. But we can't, because it hasn't. What we can tell you, however, is that a very large number of the Mustang's inherent problems have indeed been addressed for the coming model year, and that it has been given a whole lot more refinement and an entirely new, more dramatic and contemporary suit of clothes.

Recently, in a dark, circular room deep within the bowels of the Ford Product Design Center in Dearborn, we were treated to a very early look at the new Mustang in fiberglass, non-moving model form. Everything they told us, we're now going to tell you:

According to Ms. Janine Bay, the Mustang program manager at Ford, much of the improvement to the Mustang package was performed under the hood. The 3.8-liter split-port V6 engine, which last year offered 150 horsepower, is now up to a very fruitful 190 horsepower at 5250 rpm, with 225 lb/ft of torque at 3000 rpm, an increase of five lb/ft.

The increases were achieved through changes to the intake system's new dual-runner upper intake manifold, cylinder head flow improvements, and new coated pistons that reduce internal friction. There's now a balance shaft in the engine for reduced vibration, and a new ribbed block that is stronger and transmits less vibration. New aluminum main and thrust bearings are used for better long-term durability. The California version of this engine meets the state's Low Emission Vehicle or LEV requirements. With these improvements, the percentage of V6 Mustangs sold is expected to jump from 65 percent in 1998 to 70 percent in 1999.

The 4.6-liter SOHC modular V8 engine in the GT has a bunch of similar improvements for 1999, with horsepower jumping from 225 to 250 at 5000 rpm, with 295 lb/ft of torque at 4000 rpm, an improvement of 10 lb/ft. The engine now has higher-lift, longer-duration camshafts, new and straighter intake manifold runners, and larger valves, all of which combine for much-improved engine air flow above 3000 rpm.

The cylinder heads, which are similar to the aftermarket SVO heads sold for this engine, have new combustion chamber shapes, and a revised exhaust valve location in the heads which gives faster charge motion and more complete burning for power, fuel economy and emissions. A new coil-on-plug ignition system replaces the previous distributorless system for higher energy spark and better burn characteristics. New aluminum main, rod and upper thrust bearings are also used in the V8 engine for 1999, for a claimed durability of 150,000 miles. The California version of this engine meets the state's Transitional Low Emission Vehicle or TLEV requirements.

Behind the engine, there are plenty of improvements in the drivetrain, too. All models, regardless of engine or transmission, get a 3.27 :1 rear axle ratio (last year, a 2.73 was standard, with 3.08 and 3.27 ratios optional at extra cost). Obviously, all models will be quicker in 0-60 mph acceleration with the new 3.27:1 screw.

The 4R70W 4-speed automatic transmissions have been recalibrated for 1999 to give smoother, less harsh upshifts, by managing the engine torque through the EEC-V electronic engine control module, but ratios are the same as last year. The 5-speed manual transmissions are carried over from 1998, with the V6 using the T-5 and the V8 using the T-45, both now sourced from Tremec. The Mustang GT currently goes about 60/40 in favor of manuals, but that's still a lot of automatics subjected to sports-car abuse.

A really important first-time option for 1999 is traction control, available on both the V6 and GT. It's a defeatable Bosch all-speed system that also features a power start feature, an automatic sensor that shuts off the system when the tires are on a high-grip surface and you are really trying to spin the tires. The traction control combines fuel injection flow reduction, retardation of ignition timing, cylinder cutoff and brake activation at one or both drive wheels, in that order of progression.

The Mustang's electrical system has been simplified with the additional of a single central module for 1999 that performs all the functions of half a dozen smaller single-function modules for wipers, chimes, illuminated entry system, one-touch-down windows, remote entry and the anti-theft system.

There are chassis tweaks as well. For the convertible, chassis stiffness improvement was a major issue, and that's been resolved for 1999 with the addition of full box-section rail extenders that are said to reduce mid-car shake significantly. Vertical bending strength has been increased by 19 percent in the convertible, with a three percent increase in torsional stiffness with the rail extenders in place. Incidentally, the convertible top goes up and down more quickly than before.

The rear driveshaft tunnel height on all models has been increased by an inch and a half, which in turn allows more suspension travel, and offered the engineers an opportunity to retune the rear suspension for reduced harshness and increased compliance. On the V6 coupe and convertible, the front springs were increased from 400 to 450 pounds per inch, and the rear springs from 190 pounds per inch to 210.

The GT, which used to have variable-rate springs, now has linear-rate springs, moving from 450-500 pound per inch springs in front to 450 pounds. At the rear, the 165-265 pound per inch springs were swapped out in favor of 210 pound per inch linear-rate springs. These tweaks decrease the Mustang's well known ride stiffness and improve steering feel and response, according to Mustang engineer Paul Giltinan.

The rear track measurement has been increased on all models by 1.4 inches, or .7 inches per side, for better overall handling. Upper control arm front bushings have been stiffened for less lateral compliance, and the rear shocks have been changed to premium full displacement shocks. The Mustang's steering has a new slip yoke for better on-center feel, with a revised boost curve in the system for more direct feel and more linear steering response. Turning circles have been reduced by between two feet, nine inches for the V6 on small tires, and three feet, one inch for the V8 on big tires, through changes to the steering rack, the lower control arms and front stabilizer bars.

The braking system has had a thorough going-over, which it needed badly, with new aluminum twin-piston front calipers that not only whack ten pounds off the front of the car, but also result in much improved pedal feel, according to Ford sources. A new master cylinder design offers an improved brake pedal ratio of travel to brake force and improved pedal modulation. ABS is still optional for 1999.

Using laser vibrometry and MIMO, or multi-input, multi-output technologies, the Mustang team optimized floor pan sealing, the application of mastic to the body and doors and added expandable foam to the rocker sections. The Mustang team told us that this is definitely a quieter, more civilized car.

It didn't take long for retired Ford design chief Jack Telnack's New Edge design philosophy to reach the Mustang; it is here on the 1999 car in spades. The new Mustang body shell has finely chiseled lines for a more muscular, less soft and rounded appearance. The new styling is influenced by both the original 1964 Mustang and the recent GT90 concept car.

The roof panel has been changed to a new design with a sharp edge, the rear quarter windows have a new shape, the rear fenders have been squared off, and the tri-element tail lamps have corners on them. The decklid on the new car is made of SMC plastic in order to accommodate the sharp corners. The rear fender air intake, or scoop, or slash, or whatever you call it, has been made twice as long, fitted with sharp corners and much more pronounced lines than ever before. The rocker panels curve out, not under, and there is a lot more of what the Ford designers call "treadiness," with very pronounced wheel well arches front and rear that make the car look like it has a more businesslike, racier stance on its tires than the old car had.

The front end features new wraparound complex reflector headlamps with integrated side marker lamps. A new, larger grille opening with honeycomb texture and a chrome pony emblem framed with more chrome is reminiscent of the original 1964 grille emblem. You can't mistake this car for anything else. The hood contains a very prominent scoop which, unfortunately, is not functional and cannot easily be made functional by the owner because of its placement.

All three 15-, 16- and 17-inch wheel designs are new, with flat spokes to complement the sharpness of the new body shell, but the range of Goodyear, Firestone and BFG tires offered remains the same as 1998. As a final fillip for the rear end, all GT models get twin, 3-inch diameter polished stainless steel exhaust tips. The main external design clues as to which is which remain; the GT gets a rear deck spoiler and front fog lamps as standard equipment, of which the V6 model gets neither.

Since the 1999 model marks the 35th anniversary of the Mustang, every car, whether it is a V6 or a GT, will carry a front fender tri-bar Mustang badge with a ring around it signifying the anniversary (though there may indeed be a special 35th anniversary car in the Spring to celebrate the April 17, 1964 introduction of the car).

Inside the car, there is virtually no change in overall appearance, but the seat foam has been improved, seat tracks have been redesigned to add one full inch of additional rearward travel to better accommodate taller drivers, and the seatbelts have been attached to the seats to move with them and offer much easier rear seat ingress. There's also a new six-way power driver seat, replacing the four-way, along with new fabrics and sew patterns on the seats for both V6 and GT models, in both cloth and optional leather. Another reminder of the 35th anniversary are embossed ponies on the upper portions of the seat backrests. Medium graphite, medium parchment and midnight black are the new interior colors, the latter two replacing saddle and ebony, respectively. The instrument panel, the center console and the headliner will be color keyed accordingly in 1999 models, instead of the former black-only interior scheme.

Audio systems have been upgraded once again (an 80-watt premium sound system was made standard in all models last year), with new speakers containing lighter but more powerful magnets, less distortion at lower frequencies, and increased high-frequency output. An optional CD/radio combination, a CD/cassette system, and the Mach 460 system will continue for 1999.

With all this going for it, the small specialty segment leader for the past 12 years in a row should have no trouble at all expanding its owner base in 1999, especially in light of the rumors that the Camaro and Firebird are going to be retired from the market. We'll not be able to drive the cars until late September, so we won't be able to tell you how they really feel for some months to come. The new cars will go on sale in early December, and the line for 5-speed GTs forms right behind me.

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