The GT’s horsepower was boosted to 412 in 2011, so the beast of an engine enters 2012 just the same, which is to say with plenty-o-power and matching auditory punch. The Mustang GT isn’t a discreet Ford, lets be clear about that.
If the Grabber Blue paint doesn’t scream loud enough for attention, the twin pipes will. Ford hasn’t stumbled upon the Mustang GT’s aggressive exhaust note by accident—there’s been research and experimentation to get it “just right”. And it’s that distinctive V8 popping, burbling and growling that makes this car such a delight to drive, especially with its roof lowered so that the full cacophony can be appreciated in an unfiltered state.
Of course, if you’re gonna talk the talk, you’d better be capable of walking the walk—and the GT certainly is. The power underfoot is immense and ferocious, especially once the big 8 crests 4,000 rpm on its rapid rise to a 7,000-rpm redline.
Adding to the exhilarating experience behind the wheel is the availability of a short-throw, notchy six-speed stick that’s topped with a steel cue ball. It doesn’t get much sweeter than this for dyed-in-the-wool motoring fans. There are no shift paddles and there’s no lightening fast dual-clutch shifting; there’s also no rev matching or any of the latest tech gadgets that remove the driver from the physical role of making things happen.
What the driver doesn’t have control over is the suspension’s calibration. Unlike some sports cars, the Mustang GT doesn’t come with driver-selectable settings for the underpinnings. What Ford provides is what you get—but that’s not necessarily disappointing, in fact, I found it to be quite the opposite.
Flat, controlled cornering along with reasonable ride quality
Some critics have bemoaned the absence of an independent rear suspension setup, and “yes”, such an arrangement may be superior to the Mustang’s solid rear axle. In reality though, the GT’s setup is highly effective and easy to live with.
My tester had little problem remaining flat and totally composed when cornered aggressively on smooth pavement. It may not have performed as admirably had the road surface been less favorable, but for what it’s worth, I was suitably impressed with my tester’s agility and prowess. I also found its ride quality to be quite agreeable regardless of road conditions.
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| The GT’s 5.0-litre, 32-valve V8 powerplant produces its height of 412 horsepower @ 6,500 rpm. (Photo: Rob Rothwell/Auto123.com) |
If the Grabber Blue paint doesn’t scream loud enough for attention, the twin pipes will. Ford hasn’t stumbled upon the Mustang GT’s aggressive exhaust note by accident—there’s been research and experimentation to get it “just right”. And it’s that distinctive V8 popping, burbling and growling that makes this car such a delight to drive, especially with its roof lowered so that the full cacophony can be appreciated in an unfiltered state.
Of course, if you’re gonna talk the talk, you’d better be capable of walking the walk—and the GT certainly is. The power underfoot is immense and ferocious, especially once the big 8 crests 4,000 rpm on its rapid rise to a 7,000-rpm redline.
Adding to the exhilarating experience behind the wheel is the availability of a short-throw, notchy six-speed stick that’s topped with a steel cue ball. It doesn’t get much sweeter than this for dyed-in-the-wool motoring fans. There are no shift paddles and there’s no lightening fast dual-clutch shifting; there’s also no rev matching or any of the latest tech gadgets that remove the driver from the physical role of making things happen.
What the driver doesn’t have control over is the suspension’s calibration. Unlike some sports cars, the Mustang GT doesn’t come with driver-selectable settings for the underpinnings. What Ford provides is what you get—but that’s not necessarily disappointing, in fact, I found it to be quite the opposite.
Flat, controlled cornering along with reasonable ride quality
Some critics have bemoaned the absence of an independent rear suspension setup, and “yes”, such an arrangement may be superior to the Mustang’s solid rear axle. In reality though, the GT’s setup is highly effective and easy to live with.
My tester had little problem remaining flat and totally composed when cornered aggressively on smooth pavement. It may not have performed as admirably had the road surface been less favorable, but for what it’s worth, I was suitably impressed with my tester’s agility and prowess. I also found its ride quality to be quite agreeable regardless of road conditions.
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| My tester had little problem remaining flat and totally composed when cornered aggressively on smooth pavement. (Photo: Ford) |