Visibility isn’t terrible, and there’s even a back seat for smaller passengers. The refreshed and re-trimmed cabin now impresses with material selection and fit and finish, too.
Building on the Mustang’s 2011 refresh, instruments now feature an easier-to-read layout with the same slick colour-changing technology as the outgoing model. No way to change the speedo and tachometer readouts to demerit points and dollar signs, though.
The stiff ride isn’t terribly uncomfortable, and the steering even loosens up at low speeds to help with parking. It all backs up the GT500’s relatively easygoing around-town driving experience, as does Ford’s work to fine-tune which sounds get into the cabin and which don’t.
The exhaust note wasn’t on the ‘don’t’ list-- and during gentle driving, the constant burbling, snorting and crackling orchestra of exhaust backpressure remind drivers what’s waiting for them when their right foot drops.
Watch your language…
In a nutshell, that’s rocket-booster levels of thrust accompanied by sound effects that could make your favourite church-going grandmother drop an ‘f-bomb’ before the supercharger even gets to work.
The roots-style blower weighs in heavily as the tachometer passes about 3,000 RPM under heavy throttle, it becomes delightfully audible via a high-pitched, siren-like whine that overlaps the snorting exhaust note. As the belt-driven turbine gets into its game, acceleration begins to feel less mechanical and more as though God’s leg dropped from the sky and booted the GT500 in the backside like a FIFA soccer ball.
Drivers are advised to be on full alert at full throttle, as the GT500 can quickly dip its tail out with little warning-- even in second or third gear. Driven by a cocky novice, this machine could get very ugly, very really quickly.
Building on the Mustang’s 2011 refresh, instruments now feature an easier-to-read layout with the same slick colour-changing technology as the outgoing model. No way to change the speedo and tachometer readouts to demerit points and dollar signs, though.
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| The refreshed and re-trimmed cabin now impresses with material selection and fit and finish, too. (Photo: Justin Pritchard/Auto123.com) |
The stiff ride isn’t terribly uncomfortable, and the steering even loosens up at low speeds to help with parking. It all backs up the GT500’s relatively easygoing around-town driving experience, as does Ford’s work to fine-tune which sounds get into the cabin and which don’t.
The exhaust note wasn’t on the ‘don’t’ list-- and during gentle driving, the constant burbling, snorting and crackling orchestra of exhaust backpressure remind drivers what’s waiting for them when their right foot drops.
Watch your language…
In a nutshell, that’s rocket-booster levels of thrust accompanied by sound effects that could make your favourite church-going grandmother drop an ‘f-bomb’ before the supercharger even gets to work.
The roots-style blower weighs in heavily as the tachometer passes about 3,000 RPM under heavy throttle, it becomes delightfully audible via a high-pitched, siren-like whine that overlaps the snorting exhaust note. As the belt-driven turbine gets into its game, acceleration begins to feel less mechanical and more as though God’s leg dropped from the sky and booted the GT500 in the backside like a FIFA soccer ball.
Drivers are advised to be on full alert at full throttle, as the GT500 can quickly dip its tail out with little warning-- even in second or third gear. Driven by a cocky novice, this machine could get very ugly, very really quickly.
 |
| The roots-style blower weighs in heavily as the tachometer passes about 3,000 RPM under heavy throttle, it becomes delightfully audible via a high-pitched, siren-like whine that overlaps the snorting exhaust note. (Photo: Justin Pritchard/Auto123.com) |