When Ford whipped the covers off its most recent concept sports cars, they generated a flash of instant recognition. There was no mistaking the low-slung coupe and convertible for anything other than the reincarnations of the Mustang sports car.
Not that the Mustang ever came close to demise. On the contrary, it remains a strong seller, nearly forty years and seven design iterations after its introduction. Now that its archrival pony car, the Camaro, has bit the Bullitt and disappeared from Chevrolet’s lineup, the Mustang is now after bigger game: Chevy’s flagship sports car, the Corvette.
One reason for the Mustang’s longevity is its reasonable price tag, relative to its performance capabilities. The first version of the car was built off the humble Ford Falcon platform. A long, sweeping hood, sculpted flanks and short rear deck gave the 1964 Mustang a sleek, muscular appearance. The 2003 concept cars follow that tradition, being based on heavily modified Thunderbird rear-wheel-drive platforms, themselves directly related to the Jaguar S-type and Lincoln LS chassis. When the car goes into production next year, expect to find that same multi-purpose platform underneath the swoopy bodywork.
The Mustang concepts mark a return to the classic Mustang style, from its proportions to the three-element tail lamps and the galloping pony in the center of the grille. The face in particular is reminiscent of the 1964 model, with its wide grille and angular headlamps. The trapezoidal housings look droopy from some angles but suitably aggressive from dead-ahead. Within each headlamp cluster are two concentric rings, which rotate to zoom in and out like a professional camera lens. The three-segment taillights contain sequentially-firing, forward-facing LEDs, with no visible “hotspots” as seen on current incandescent-bulb and LED taillights.
Ford unveiled two concepts, a Redline red convertible and a Tungsten silver coupe. Both were designed as pure two-seaters. At 4622 mm, the cars are midsize-sedan size, about 46 mm shorter than a Volvo S60. These are no sedans, though. The silhouettes are unmistakably Mustang. A sharp accent line runs above the rocker panels throughout the length of the body, ending in a “C-scoop” behind the door shutlines. The C-scoops are visually similar to the scoops on the hood, with their hard-creased edges.
The convertible features a “showbar”: it’s a rim of billet aluminum acting as rollbar and rear strut bar. The coupe has an angular C-pillar that echoes the design of the lower scoop. Clearly visible under the sharply-sloping backlight is a billet-aluminum strut support linking the two rear shock towers. This strut brace also holds down the spare tire, a functional design borrowed from early Mustang Shelby racers. Pushed near the corners are the huge 20-inch wheels. Within are 13.8-inch vented Brembo disc brakes. Tires are 245/40ZR 20 front and massive 275/35ZR 20 rear.
The interiors are no less dramatic than the sharply-detailed skin. Leather and aluminum are the dominant materials here. Perforated red leather covers the seatbacks and the steering wheel. The seats are configured for four-point racing harnesses. The upper dash is covered in charcoal leather, again a nod to past models. Below that is a billet-aluminum band, enveloping the air vents and gauges. The main gauges are large circles for the speedometer and tachometer, flanked by smaller ones for oil and coolant temperature. Nothing unusual about that. Until you look more closely and notice these gauges look more watch faces. The gauges’ bezels are trimmed with sprocket gears along the inner circumference. Instead of needle pointers, the gauges feature a small, gear-driven trolley scored with indicator lines. The trolleys ride along the inside of the bezels, corresponding to the revs and speed. Between the two main gauges is a thermometer-style stacked row of warning lamps.
At the center cluster are two more air vents and an analog clock. Below these are toggle switches for the adjustable suspension and even air/fuel mixture. Where one usually finds a radio, there’s a different kind of entertainment system: a large circular boost gauge for the supercharged engine. This one also uses the sliding-trolley indicator system.
There may be no time to stare at the gauge though, as the driver concentrates on the main controls. The red-leather and aluminum steering wheel has three spokes with a Mustang-GT logo in the center. The logos are repeated on the cars’ fenders, just behind the front wheels. From afar, the “GT” logo is the only marking that can be clearly seen. On closer view, the “Mustang” logo also becomes visible. The gearshift levers are also crafted from aluminum.
The concepts were designed in Ford’s Living Legends Studio in Dearborn, Michigan and its California Design Center. “These Mustang concepts are thoroughly modern automobiles that point to a bright future for Mustang,” says J Mays, Ford Motor Company vice president of Design. Mr. Mays is famous for his “retrofuturistic” designs like the New Beetle, Thunderbird, and the Ford GT40. “[The Mustangs’] powerful stances, smooth surface language and ultra-modern interiors set new standards for muscle cars. Above all, these concepts communicate the soul of Mustang: a classic, cool and quintessentially American muscle car.”
Thankfully, that muscle still comes courtesy of traditional V8 power. Beneath the hood is a 90-degree V-8 with cast-iron block and aluminum heads. The dohc, 32-valve engine generates 400 hp from its 4.6 liters. More significantly, it pumps out a massive 529 Nm of torque at just 3,500 rpm (equivalent to about 3 ½ Lynx engines) assisted by its belt-driven supercharger with liquid-to-air intercooler. The scoops in the hood are functional, then, channeling air to the intercoolers.
There are two transmissions, a 6-speed manual for the coupe and a 5-speed automatic for the convertible. Each was chosen for suitability to the design concept. Production cars will almost certainly come with a choice of gearboxes.
The Thunderbird/S-type chassis features double wishbones all around. The concepts had to modify the front suspensions heavily, to fit the large-displacement V8. The production version will likely make use of the versatile platform.
2004 will be the fortieth anniversary of the Mustang nameplate, and the new but familiar design will be arriving just in time. The upcoming model will face a slew of reborn rivals, including the hot-selling Nissan 350Z. Based on these concepts, though, the new Mustang will be one pony car destined for a long and profitable run, with its formidable 400-hp V8 and its main weapon, the iconic looks. For Americans and fans of American metal, there will be no substitute for it.
By Jason Ang | Photos Courtesy of Ford Motor Company
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