2008 Ford Mustang GT

Performance
Powering GT models is Ford's 4.6-liter V-8. The all-aluminum V-8 delivers 300 horsepower (@ 5,750 rpm) and 320 lb.-ft. of torque (@ 4,500 rpm). It's coupled to a five-speed Tremec manual transmission or optional five-speed automatic. The 4.6/stick combo is easy to endorse. The engine is smooth and quick, with a great exhaust note. The shifter has a fairly snappy stroke, and gearing is well matched to the engine's power curve. Unlike the previous generation 5.0 V-8, the 4.6 is a spinner. There's plenty of torque on hand to come off the line, but the motor does its best work as you wind it out. A GT will make the trip from 0-60 in the low five-second range. And if you're planning a trip to the Autobahn (or just feel the need to have a conversation with members of the law enforcement community), the GT tops out north of 140 mph.


Fuel economy is right in the neighborhood that you'd expect for a 300 horsepower car. EPA estimates for a 2008 GT are 15 city/23 highway (stick), 15/22 automatic. In our most recent GT test, we logged a little better than 21 mpg in over 500 miles of driving, with a heavy dose of freeway flying—pretty impressive for V-8 performance.

Platform
This generation of Mustang rolls on a chassis stretched about six inches longer than the previous Fox platform. Fitted to the new platform is an old school live axle in back, not an independent suspension. The reasons for the design are as solid as the axle. Cost, for one: A more sophisticated independent rear setup would add to the Mustang's bottom line. Mustangs are rear-wheel drive. The layout is less than ideal for the season of slush, so many snow-belters tuck their ponies away for the winter. In warmer months, or if you live in an area where this is a non-issue, you can fully enjoy the benefits of rear-wheel drive. The steer-with-the-front/drive-with-the-rear wheels setup is the preferred arrangement for a performance car. The GT has good overall grip and corners predictably.


As with any solid axle car, hitting a large bump in mid-curve will get the driver's attention. Brakes are four-wheel disc, suitably stout, with standard ABS. One problem common to convertibles is cowl shake, that Jell-O like shimmy that some cars exhibit when riding over a rough road. The culprit is structural stiffness, lost when the top is chopped. The GT convertible was designed to be a convertible from the get-go. The current generation ragtop is twice as stiff as the car it replaces. Cowl shake doesn't rise above moderate levels. The suspension for GT convertibles is calibrated differently than with coupes. The former rides a little softer than the latter.

Convertible
Key to a convertible's enjoyment is how simply they convert, top up to top down. The GT makes the trip in about 15 seconds, after you pop two header latches and push a button. The top folds "z" style, and sits in a compact stack behind the back seats. The topless look is so finished that you really don't need the (surprisingly optional) convertible boot cover. With top down, there's minimal wind buffeting in the cabin, and it's quiet enough at highway speeds to hold a conversation without having to shout. The top seals snugly when raised. There are the typical convertible blind spots in the 3/4-rear views, due to the wide c-pillars. Drivers adopt a trust (your mirrors) but verify (with your eyes) approach to lane changes. Speaking of visibility, hardtops, have improved sight lines due to a blast from Mustang's past. Rear 3/4 windows—a design shout-out to '60s Shelby cars—make it easier to spot cars hiding alongside.