So what's the fix to the 3rd and 4th gear hunting? While no manual-shift mode
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| The issues with the V6 transmission would make no difference to me if I was to buy a new Mustang, I'd personally go for the 5-speed manual equipped GT anyway. (Photo: Trevor Hofmann, Canadian Auto Press) |
is included in the package, the autobox slips in and out of lower gears easily, which made conquering the mountain passes quite enjoyable and extremely efficient. When driven like this there's absolutely nothing lacking in this engine/transmission package, well other than a modern manual shift mode. While I could understand how the model's bargain basement base price would make including such a feature difficult at entry level, it would make a difference with buyers wanting to spend the money necessary to dress up a V6, as well as those looking get into an automatic-equipped GT, especially those conquest buyers who may have been living with manu-matics for years now. It would make no difference to me, however, as I would buy a 5-speed manual equipped GT if I were in the market. I made sure to opt for a do-it-yourself gearbox when it came time to switch over to the top-line Mustang, and was mighty glad I did. After all, this is a performance coupe, and a performance coupe needs a manual shifter, or at the very least an F1-style sequential-manual gearbox. It's a smooth shifting stick too, with intervals that match the engine perfectly. I didn't even mind that only five forward gears were featured, as the 300 horsepower 4.6-liter V8 hardly needs another despite 6-speed manuals being all the rage in sporting circles.
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| I didn't mind that the GT's manual transmission was only a 5-speed, as the 300 horsepower 4.6-liter V8 hardly needs another gear. (Photo: Trevor Hofmann, Canadian Auto Press) |
The engine produces ample torque from just about anywhere in the rev range thanks to variable camshaft timing, with a total of 320 lb-ft peaking out at 6,250 rpm. Its high-rpm capability is sign enough of its overhead cam technology, this one using a singular system on each bank of cylinders rather than the dual overhead cam setup boasted by most of the Mustang's rivals. Also, the V8 delivers an extra valve per cylinder over the V6, but still this might seem a bit shy of 4- or even 5-valve heads import buyers are used to. Nonetheless, 3-valve technology has proven to be a good compromise of performance and fuel economy, especially around town. The technicians in the crowd will be impressed with Ford's use of cracked powdered metal connecting rods with floating wristpins in the V8, compared to forged steel connectors in the V6, and hypereutectic aluminum pistons in both.
