2005 Mustang Convertible Preview

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

Ford claims the torsional rigidity of the Mustang Convertible's underbody is nearly double that of the coupe. (Photo: Ford Motor Company of Canada)

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.

I expect the new Convertible to be similar in driving feel to the coupe I tested last summer, despite losing its top in the conversion process. Ford says that both models were developed simultaneously, and through the process was able to make the torsional rigidity of the Convertible's underbody nearly double that of the coupe. That makes it the stiffest, quietest Mustang convertible every produced, while still weighing in less and costing less than its predecessor.

I've spent a reasonable amount of time in the previous generation Mustang Convertible, and despite offering attractive

In typical Mustang fashion the front suspension is independent while the rear incorporates a live axle. (Photo: Ford Motor Company of Canada)

styling and a fair bit of get up and go, it rattled, squeaked and twisted under the engine's load during takeoff. This won't be a problem for the new car, while ride and handling will be the greatest payoff.

In typical Mustang fashion the front suspension is independent while the rear incorporates a live axle. Although seemingly archaic compared to the fully independent chassis' that most rivals boast, the various Mustang coupes I drove during the launch were wonderfully nimble, controllable and even predictable at the limit.